TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 26 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873133328; 14624-2_0026
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 26
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133328?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 23 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873133309; 14624-2_0023
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 23
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133309?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 17 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873133301; 14624-2_0017
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 17
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133301?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 14 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873133280; 14624-2_0014
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 14
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133280?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 8 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873133274; 14624-2_0008
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 8
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133274?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 40 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873132751; 14624-2_0040
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 40
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132751?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 39 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873132742; 14624-2_0039
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 39
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132742?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 28 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873132702; 14624-2_0028
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 28
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132702?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 13 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873132689; 14624-2_0013
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 13
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132689?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 29 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873132291; 14624-2_0029
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 29
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132291?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 22 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873132284; 14624-2_0022
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 22
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132284?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 20 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873132269; 14624-2_0020
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 20
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132269?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 7 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873132259; 14624-2_0007
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 7
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132259?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 18 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873131852; 14624-2_0018
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 18
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 44 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873131290; 14624-2_0044
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 44
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 43 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873131272; 14624-2_0043
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 43
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA. [Part 42 of 47]
T2  - REGIONAL CONNECTOR TRANSIT CORRIDOR PROJECT, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 873131256; 14624-2_0042
AB  - PURPOSE: A light rail extension connecting the Metro Gold Line to the Metro Blue Line and future Metro Expo Line in downtown Los Angeles, California is proposed. The Regional Connector Transit Corridor Project area encompasses approximately two square miles and is the largest regional employment center in Los Angeles County. The proposed extension would run from the current Metro Blue Line terminus at 7th Street/Metro Center Station to a point on the Metro Gold Line near the Little Tokyo/Arts District Station. The boundaries of the project area extend north to the US 101 freeway, east to the Los Angeles River, south to 9th Street, and west to the SR 110 freeway. This draft EIS considers a No Build Alternative, a transportation system management (TSM) alternative, and three light rail transit (LRT) build alternatives that would consists of electric trains powered by overhead wires. LRT uses conventional steel tracks, which have the flexibility to be placed in exclusive surface right-of-way, in tunnels, on elevated viaducts, in street medians, or in mixed flow traffic lanes. Metros LRT system is designed to accommodate trains of up to three 90-foot rail cars capable of speeds up to 65 miles per hour as well as street running service adhering to posted traffic speeds for automobiles. The At-Grade Emphasis LRT Alternative would provide a direct connection from the existing underground 7th Street/Metro Center Station to the Metro Gold Line at Temple and Alameda Streets with three new station locations. This alignment includes a combination of underground and at-grade segments, with 46 percent of the route underground. New stations would serve the Civic Center, Grand Avenue, and the Financial District. Portions of 2nd Street along the alignment would be converted to a pedestrian-friendly transit mall. The Underground Emphasis LRT Alternative would provide a direct connection from 7th Street/Metro Center Station to the Metro Gold Line tracks at the Little Tokyo/Arts District Station with three new station locations. The alignment would extend underground from the 7th Street/Metro Center Station beneath Flower Street to 2nd Street. The tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to a new portal on the parcel bounded by 1st Street, Alameda Street, 2nd Street, and Central Avenue. The new tracks would then connect to the tracks of the Metro Gold Line at grade. The Underground Emphasis LRT Alternative would be entirely located underground except for a single at-grade crossing at the intersection of 1st and Alameda Streets. The Fully Underground LRT Alternative is essentially the same configuration as the Underground Emphasis LRT Alternative, except that it provides for four new underground stations instead of three. It travels under the intersection of 1st and Alameda rather than crossing at-grade, and it then connects to the Metro Gold Line within 1st Street and north of Temple Street. The alignment would extend underground from the 7th Street/Metro Center Station under Flower Street to 2nd Street. Tracks would then proceed east underneath the 2nd Street tunnel and 2nd Street to Central Avenue. At 2nd Street and Central Avenue, the tracks would continue underground heading northeast under 1st and Alameda Streets. An underground junction would be constructed beneath the intersection of 1st Street and Alameda Street. Unlike the Underground Emphasis LRT Alternative, two portals would be needed because the junction between the Regional Connector and the Pasadena/Azusa and East Los Angeles/I-605 branches of the Metro Gold Line would be located underground. The new portals would be located to the north and east of the junction, where trains would rise to the surface to connect to the Metro Gold Line heading north to Azusa and east to I-605. Capital costs of the alternatives in year of expenditure dollars range from $80.0 million for the TSM Alternative to $1.44 billion for the Fully Underground LRT Alternative. POSITIVE IMPACTS: Implementation would improve travel times, reduce transfers, reduce traffic congestion, improve air quality, and create a sustainable light rail transit system for downtown Los Angeles and the surrounding region. The Regional Connector would link the spokes of the regional system so that passengers could travel cross-county through downtown Los Angeles without needing to transfer. NEGATIVE IMPACTS: Temporary closure of traffic lanes would temporarily impede motor vehicles, bicycles, and pedestrians and it would be necessary to prohibit on-street parking in construction zones. Permanent displacement of parking would also occur in Little Tokyo, a unique cultural community in downtown Los Angeles. Implementation of the build alternatives would result in significant impacts at one to three intersections. Required easements and land acquisitions would involve significant full and partial takes of property with adverse impacts. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100352, Draft EIS (Volume 1)--718 pages, Appendices (Volumes 2-8)--CD-ROM, August 27, 2010
PY  - 2010
VL  - 42
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Easements
KW  - Environmental Justice
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - California
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004). [Part 5 of 7]
T2  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004).
AN  - 853675886; 14621-100349_0005
AB  - PURPOSE: The implementation of road transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg, Dane County, Wisconsin is proposed. A draft EIS released in March of 2004 addressed US 12/14 (Beltline) from Todd Drive to Mineral Point Road, and US 18/151 (Verona Road) from County PD to Nakoma Road. This supplemental EIS reduces the scope of the draft EIS by focusing on the Verona Road corridor from County PD to Nakoma Road and the Beltline from Todd Drive to Whitney Way. The current preferred alternative would involve a staged implementation of two of the alternatives presented in the DEIS. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west to the Whitney Way interchange. The single-point interchange aligns the Beltline ramps to meet at a single point, which allows more efficient signal operation. Four through lanes in each direction would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Additionally, sidewalks would be constructed on the north and south sides of County PD. The Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. Stage 3 would be constructed when operation and safety needs warrant the infrastructure investment. It is anticipated this will occur near 2030. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 freeflow system interchange with depressed US 151 ramps would be constructed east of the Verona Road Single-Point interchange. Respective costs for the three stages are $89.7 million to $91.7 million, $51.3 million to $52.8 million, and $337.2 million to $344.6 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance the mobility of both motorized and, due to the provision of bicycle/pedestrian lanes, nonmotorized travel in the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 23.4 acres of new right-of-way would result in displacement of 65 residential and 35 to 37 businesses for all stages. The cohesion of several neighborhoods would be affected somewhat, and impacts to minority and low-income populations would be disproportionate. The study corridor contains or is adjacent to 25 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0440D, Volume 28, Number 4.
JF  - EPA number: 100349, Supplemental Draft EIS (Volume 1)--414 pages and maps, Appendice (Volume 2)--592 pages, August 27, 2010
PY  - 2010
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-03-02-SD
KW  - Environmental Justice
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wisconsin
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675886?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.title=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004). [Part 1 of 7]
T2  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004).
AN  - 853675880; 14621-100349_0001
AB  - PURPOSE: The implementation of road transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg, Dane County, Wisconsin is proposed. A draft EIS released in March of 2004 addressed US 12/14 (Beltline) from Todd Drive to Mineral Point Road, and US 18/151 (Verona Road) from County PD to Nakoma Road. This supplemental EIS reduces the scope of the draft EIS by focusing on the Verona Road corridor from County PD to Nakoma Road and the Beltline from Todd Drive to Whitney Way. The current preferred alternative would involve a staged implementation of two of the alternatives presented in the DEIS. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west to the Whitney Way interchange. The single-point interchange aligns the Beltline ramps to meet at a single point, which allows more efficient signal operation. Four through lanes in each direction would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Additionally, sidewalks would be constructed on the north and south sides of County PD. The Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. Stage 3 would be constructed when operation and safety needs warrant the infrastructure investment. It is anticipated this will occur near 2030. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 freeflow system interchange with depressed US 151 ramps would be constructed east of the Verona Road Single-Point interchange. Respective costs for the three stages are $89.7 million to $91.7 million, $51.3 million to $52.8 million, and $337.2 million to $344.6 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance the mobility of both motorized and, due to the provision of bicycle/pedestrian lanes, nonmotorized travel in the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 23.4 acres of new right-of-way would result in displacement of 65 residential and 35 to 37 businesses for all stages. The cohesion of several neighborhoods would be affected somewhat, and impacts to minority and low-income populations would be disproportionate. The study corridor contains or is adjacent to 25 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0440D, Volume 28, Number 4.
JF  - EPA number: 100349, Supplemental Draft EIS (Volume 1)--414 pages and maps, Appendice (Volume 2)--592 pages, August 27, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-03-02-SD
KW  - Environmental Justice
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wisconsin
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675880?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.title=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004). [Part 6 of 7]
T2  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004).
AN  - 853675666; 14621-100349_0006
AB  - PURPOSE: The implementation of road transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg, Dane County, Wisconsin is proposed. A draft EIS released in March of 2004 addressed US 12/14 (Beltline) from Todd Drive to Mineral Point Road, and US 18/151 (Verona Road) from County PD to Nakoma Road. This supplemental EIS reduces the scope of the draft EIS by focusing on the Verona Road corridor from County PD to Nakoma Road and the Beltline from Todd Drive to Whitney Way. The current preferred alternative would involve a staged implementation of two of the alternatives presented in the DEIS. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west to the Whitney Way interchange. The single-point interchange aligns the Beltline ramps to meet at a single point, which allows more efficient signal operation. Four through lanes in each direction would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Additionally, sidewalks would be constructed on the north and south sides of County PD. The Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. Stage 3 would be constructed when operation and safety needs warrant the infrastructure investment. It is anticipated this will occur near 2030. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 freeflow system interchange with depressed US 151 ramps would be constructed east of the Verona Road Single-Point interchange. Respective costs for the three stages are $89.7 million to $91.7 million, $51.3 million to $52.8 million, and $337.2 million to $344.6 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance the mobility of both motorized and, due to the provision of bicycle/pedestrian lanes, nonmotorized travel in the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 23.4 acres of new right-of-way would result in displacement of 65 residential and 35 to 37 businesses for all stages. The cohesion of several neighborhoods would be affected somewhat, and impacts to minority and low-income populations would be disproportionate. The study corridor contains or is adjacent to 25 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0440D, Volume 28, Number 4.
JF  - EPA number: 100349, Supplemental Draft EIS (Volume 1)--414 pages and maps, Appendice (Volume 2)--592 pages, August 27, 2010
PY  - 2010
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-03-02-SD
KW  - Environmental Justice
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wisconsin
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675666?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.title=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004). [Part 2 of 7]
T2  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004).
AN  - 853675661; 14621-100349_0002
AB  - PURPOSE: The implementation of road transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg, Dane County, Wisconsin is proposed. A draft EIS released in March of 2004 addressed US 12/14 (Beltline) from Todd Drive to Mineral Point Road, and US 18/151 (Verona Road) from County PD to Nakoma Road. This supplemental EIS reduces the scope of the draft EIS by focusing on the Verona Road corridor from County PD to Nakoma Road and the Beltline from Todd Drive to Whitney Way. The current preferred alternative would involve a staged implementation of two of the alternatives presented in the DEIS. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west to the Whitney Way interchange. The single-point interchange aligns the Beltline ramps to meet at a single point, which allows more efficient signal operation. Four through lanes in each direction would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Additionally, sidewalks would be constructed on the north and south sides of County PD. The Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. Stage 3 would be constructed when operation and safety needs warrant the infrastructure investment. It is anticipated this will occur near 2030. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 freeflow system interchange with depressed US 151 ramps would be constructed east of the Verona Road Single-Point interchange. Respective costs for the three stages are $89.7 million to $91.7 million, $51.3 million to $52.8 million, and $337.2 million to $344.6 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance the mobility of both motorized and, due to the provision of bicycle/pedestrian lanes, nonmotorized travel in the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 23.4 acres of new right-of-way would result in displacement of 65 residential and 35 to 37 businesses for all stages. The cohesion of several neighborhoods would be affected somewhat, and impacts to minority and low-income populations would be disproportionate. The study corridor contains or is adjacent to 25 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0440D, Volume 28, Number 4.
JF  - EPA number: 100349, Supplemental Draft EIS (Volume 1)--414 pages and maps, Appendice (Volume 2)--592 pages, August 27, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-03-02-SD
KW  - Environmental Justice
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wisconsin
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675661?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.title=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004). [Part 4 of 7]
T2  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004).
AN  - 853675604; 14621-100349_0004
AB  - PURPOSE: The implementation of road transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg, Dane County, Wisconsin is proposed. A draft EIS released in March of 2004 addressed US 12/14 (Beltline) from Todd Drive to Mineral Point Road, and US 18/151 (Verona Road) from County PD to Nakoma Road. This supplemental EIS reduces the scope of the draft EIS by focusing on the Verona Road corridor from County PD to Nakoma Road and the Beltline from Todd Drive to Whitney Way. The current preferred alternative would involve a staged implementation of two of the alternatives presented in the DEIS. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west to the Whitney Way interchange. The single-point interchange aligns the Beltline ramps to meet at a single point, which allows more efficient signal operation. Four through lanes in each direction would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Additionally, sidewalks would be constructed on the north and south sides of County PD. The Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. Stage 3 would be constructed when operation and safety needs warrant the infrastructure investment. It is anticipated this will occur near 2030. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 freeflow system interchange with depressed US 151 ramps would be constructed east of the Verona Road Single-Point interchange. Respective costs for the three stages are $89.7 million to $91.7 million, $51.3 million to $52.8 million, and $337.2 million to $344.6 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance the mobility of both motorized and, due to the provision of bicycle/pedestrian lanes, nonmotorized travel in the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 23.4 acres of new right-of-way would result in displacement of 65 residential and 35 to 37 businesses for all stages. The cohesion of several neighborhoods would be affected somewhat, and impacts to minority and low-income populations would be disproportionate. The study corridor contains or is adjacent to 25 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0440D, Volume 28, Number 4.
JF  - EPA number: 100349, Supplemental Draft EIS (Volume 1)--414 pages and maps, Appendice (Volume 2)--592 pages, August 27, 2010
PY  - 2010
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-03-02-SD
KW  - Environmental Justice
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wisconsin
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675604?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.title=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2004%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004). [Part 3 of 7]
T2  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004).
AN  - 853675601; 14621-100349_0003
AB  - PURPOSE: The implementation of road transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg, Dane County, Wisconsin is proposed. A draft EIS released in March of 2004 addressed US 12/14 (Beltline) from Todd Drive to Mineral Point Road, and US 18/151 (Verona Road) from County PD to Nakoma Road. This supplemental EIS reduces the scope of the draft EIS by focusing on the Verona Road corridor from County PD to Nakoma Road and the Beltline from Todd Drive to Whitney Way. The current preferred alternative would involve a staged implementation of two of the alternatives presented in the DEIS. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west to the Whitney Way interchange. The single-point interchange aligns the Beltline ramps to meet at a single point, which allows more efficient signal operation. Four through lanes in each direction would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Additionally, sidewalks would be constructed on the north and south sides of County PD. The Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. Stage 3 would be constructed when operation and safety needs warrant the infrastructure investment. It is anticipated this will occur near 2030. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 freeflow system interchange with depressed US 151 ramps would be constructed east of the Verona Road Single-Point interchange. Respective costs for the three stages are $89.7 million to $91.7 million, $51.3 million to $52.8 million, and $337.2 million to $344.6 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance the mobility of both motorized and, due to the provision of bicycle/pedestrian lanes, nonmotorized travel in the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 23.4 acres of new right-of-way would result in displacement of 65 residential and 35 to 37 businesses for all stages. The cohesion of several neighborhoods would be affected somewhat, and impacts to minority and low-income populations would be disproportionate. The study corridor contains or is adjacent to 25 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0440D, Volume 28, Number 4.
JF  - EPA number: 100349, Supplemental Draft EIS (Volume 1)--414 pages and maps, Appendice (Volume 2)--592 pages, August 27, 2010
PY  - 2010
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-03-02-SD
KW  - Environmental Justice
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wisconsin
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675601?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004). [Part 7 of 7]
T2  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004).
AN  - 853675589; 14621-100349_0007
AB  - PURPOSE: The implementation of road transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg, Dane County, Wisconsin is proposed. A draft EIS released in March of 2004 addressed US 12/14 (Beltline) from Todd Drive to Mineral Point Road, and US 18/151 (Verona Road) from County PD to Nakoma Road. This supplemental EIS reduces the scope of the draft EIS by focusing on the Verona Road corridor from County PD to Nakoma Road and the Beltline from Todd Drive to Whitney Way. The current preferred alternative would involve a staged implementation of two of the alternatives presented in the DEIS. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west to the Whitney Way interchange. The single-point interchange aligns the Beltline ramps to meet at a single point, which allows more efficient signal operation. Four through lanes in each direction would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Additionally, sidewalks would be constructed on the north and south sides of County PD. The Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. Stage 3 would be constructed when operation and safety needs warrant the infrastructure investment. It is anticipated this will occur near 2030. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 freeflow system interchange with depressed US 151 ramps would be constructed east of the Verona Road Single-Point interchange. Respective costs for the three stages are $89.7 million to $91.7 million, $51.3 million to $52.8 million, and $337.2 million to $344.6 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance the mobility of both motorized and, due to the provision of bicycle/pedestrian lanes, nonmotorized travel in the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 23.4 acres of new right-of-way would result in displacement of 65 residential and 35 to 37 businesses for all stages. The cohesion of several neighborhoods would be affected somewhat, and impacts to minority and low-income populations would be disproportionate. The study corridor contains or is adjacent to 25 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0440D, Volume 28, Number 4.
JF  - EPA number: 100349, Supplemental Draft EIS (Volume 1)--414 pages and maps, Appendice (Volume 2)--592 pages, August 27, 2010
PY  - 2010
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-03-02-SD
KW  - Environmental Justice
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wisconsin
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/853675589?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2004).
AN  - 758977488; 14621
AB  - PURPOSE: The implementation of road transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg, Dane County, Wisconsin is proposed. A draft EIS released in March of 2004 addressed US 12/14 (Beltline) from Todd Drive to Mineral Point Road, and US 18/151 (Verona Road) from County PD to Nakoma Road. This supplemental EIS reduces the scope of the draft EIS by focusing on the Verona Road corridor from County PD to Nakoma Road and the Beltline from Todd Drive to Whitney Way. The current preferred alternative would involve a staged implementation of two of the alternatives presented in the DEIS. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west to the Whitney Way interchange. The single-point interchange aligns the Beltline ramps to meet at a single point, which allows more efficient signal operation. Four through lanes in each direction would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Additionally, sidewalks would be constructed on the north and south sides of County PD. The Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. Stage 3 would be constructed when operation and safety needs warrant the infrastructure investment. It is anticipated this will occur near 2030. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 freeflow system interchange with depressed US 151 ramps would be constructed east of the Verona Road Single-Point interchange. Respective costs for the three stages are $89.7 million to $91.7 million, $51.3 million to $52.8 million, and $337.2 million to $344.6 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance the mobility of both motorized and, due to the provision of bicycle/pedestrian lanes, nonmotorized travel in the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 23.4 acres of new right-of-way would result in displacement of 65 residential and 35 to 37 businesses for all stages. The cohesion of several neighborhoods would be affected somewhat, and impacts to minority and low-income populations would be disproportionate. The study corridor contains or is adjacent to 25 hazardous materials sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0440D, Volume 28, Number 4.
JF  - EPA number: 100349, Supplemental Draft EIS (Volume 1)--414 pages and maps, Appendice (Volume 2)--592 pages, August 27, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-03-02-SD
KW  - Environmental Justice
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wisconsin
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 80/INTERSTATE 680/STATE ROUTE 12 INTERCHANGE PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 2 of 2]
T2  - INTERSTATE 80/INTERSTATE 680/STATE ROUTE 12 INTERCHANGE PROJECT, SOLANO COUNTY, CALIFORNIA.
AN  - 873132829; 14614-2_0002
AB  - PURPOSE: The construction of roadway widening and interchange improvements along Interstate 80 (I-80)/Interstate 680 (I-680)/State Route 12 (SR 12) in the vicinity of the city of Fairfield, Solano County, California is proposed. The existing I-80/I-680/SR 12 interchange complex was constructed approximately 40 years ago, and current traffic demands result in congestion, delays, and unacceptable levels of service. The project area covers 13 miles encompassing all three highways and the proposed action involves improvements on a 4.5-mile-long segment of I-80 between Red Top Road and Abernathy Road, an approximate 3.5-mile-long segment of I-680 between Gold Hill Road and I-80, a 2.0-mile-long segment of SR 12 West (SR 12W) between 0.5 mile west of Red Top Road and I-80, and a 2.5-mile-long segment of SR 12 East (SR 12E) between I-80 and Main Street in Suisun City. The alternatives analyzed in this draft EIS include a No Build Alternative and two full build alternatives (Alternative B and Alternative C), each with a corresponding fundable the first phase (Alternative B, Phase 1 and Alternative C, Phase 1). Alternatives B and C would address comprehensive improvements to the I-80/I-680/SR 12W interchange; the widening of I-680 and I-80; and the relocation, upgrade, and expansion of the westbound truck scales on I-80. Alternatives B and C differ primarily in the location of the I-80/I-680/SR 12W interchange improvements and the improvements on SR 12E. Under Alternative B, the I-80/I-680 and I-80/SR 12W interchanges would be improved in place and a single interchange would be constructed on SR 12E to serve Beck Avenue and Pennsylvania Avenue. Under Alternative C, I-680 would be realigned to the west to connect with the I-80/SR 12W interchange, and two interchanges would be constructed on SR 12E to serve Beck Avenue and Pennsylvania Avenue. Alternative B, Phase 1 would improve the I-80/Green Valley Road, I-80/I-680, I-80/Suisun Valley Road and the SR 12E/Beck Avenue interchanges. Alternative C, Phase 1 would realign I-680 to the west to connect with the I-80/SR 12W interchange and provide direct connections between all highways except eastbound SR 12W and southbound I-680. Red Top Road would be extended to meet Business Center Drive and interchanges at SR 12W/Red Top Road, I-80/Red Top Road, I-80/Green Valley Road, and I-680/Red Top Road would be constructed or improved. A third lane would be added to SR 12 East from west of Chadbourne Road Undercrossing to the Webster Street exit. While the fundable first phases of the alternatives would not address all project needs, they would reduce congestion and cut-through traffic on local roads, and improve safety conditions. POSITIVE IMPACTS: Implementation would ease traffic congestion through the I-80/I-680/SR12 interchange complex, encourage the use of high-occupancy vehicle lanes and ridesharing, accommodate projected growth, and improve safety. The amount of cut-through traffic on local roads would be reduced and inspection and enforcement at truck scales would be facilitated. NEGATIVE IMPACTS: Implementation would require conversion of approximately 200 acres of farmland. Construction activities would create potential for sediment or pollutants to enter waterways. The full build of Alternative B would displace one residence and require 201 partial and 27 full acquisitions of businesses. The full build of Alternative C would displace one residence and require 144 partial and 32 full acquisitions of businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100342, Volume 1 --876 pages and maps, Volume 2--231 oversize maps, August 25, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Farmlands
KW  - Land Acquisitions
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 25, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 80/INTERSTATE 680/STATE ROUTE 12 INTERCHANGE PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 1 of 2]
T2  - INTERSTATE 80/INTERSTATE 680/STATE ROUTE 12 INTERCHANGE PROJECT, SOLANO COUNTY, CALIFORNIA.
AN  - 873132348; 14614-2_0001
AB  - PURPOSE: The construction of roadway widening and interchange improvements along Interstate 80 (I-80)/Interstate 680 (I-680)/State Route 12 (SR 12) in the vicinity of the city of Fairfield, Solano County, California is proposed. The existing I-80/I-680/SR 12 interchange complex was constructed approximately 40 years ago, and current traffic demands result in congestion, delays, and unacceptable levels of service. The project area covers 13 miles encompassing all three highways and the proposed action involves improvements on a 4.5-mile-long segment of I-80 between Red Top Road and Abernathy Road, an approximate 3.5-mile-long segment of I-680 between Gold Hill Road and I-80, a 2.0-mile-long segment of SR 12 West (SR 12W) between 0.5 mile west of Red Top Road and I-80, and a 2.5-mile-long segment of SR 12 East (SR 12E) between I-80 and Main Street in Suisun City. The alternatives analyzed in this draft EIS include a No Build Alternative and two full build alternatives (Alternative B and Alternative C), each with a corresponding fundable the first phase (Alternative B, Phase 1 and Alternative C, Phase 1). Alternatives B and C would address comprehensive improvements to the I-80/I-680/SR 12W interchange; the widening of I-680 and I-80; and the relocation, upgrade, and expansion of the westbound truck scales on I-80. Alternatives B and C differ primarily in the location of the I-80/I-680/SR 12W interchange improvements and the improvements on SR 12E. Under Alternative B, the I-80/I-680 and I-80/SR 12W interchanges would be improved in place and a single interchange would be constructed on SR 12E to serve Beck Avenue and Pennsylvania Avenue. Under Alternative C, I-680 would be realigned to the west to connect with the I-80/SR 12W interchange, and two interchanges would be constructed on SR 12E to serve Beck Avenue and Pennsylvania Avenue. Alternative B, Phase 1 would improve the I-80/Green Valley Road, I-80/I-680, I-80/Suisun Valley Road and the SR 12E/Beck Avenue interchanges. Alternative C, Phase 1 would realign I-680 to the west to connect with the I-80/SR 12W interchange and provide direct connections between all highways except eastbound SR 12W and southbound I-680. Red Top Road would be extended to meet Business Center Drive and interchanges at SR 12W/Red Top Road, I-80/Red Top Road, I-80/Green Valley Road, and I-680/Red Top Road would be constructed or improved. A third lane would be added to SR 12 East from west of Chadbourne Road Undercrossing to the Webster Street exit. While the fundable first phases of the alternatives would not address all project needs, they would reduce congestion and cut-through traffic on local roads, and improve safety conditions. POSITIVE IMPACTS: Implementation would ease traffic congestion through the I-80/I-680/SR12 interchange complex, encourage the use of high-occupancy vehicle lanes and ridesharing, accommodate projected growth, and improve safety. The amount of cut-through traffic on local roads would be reduced and inspection and enforcement at truck scales would be facilitated. NEGATIVE IMPACTS: Implementation would require conversion of approximately 200 acres of farmland. Construction activities would create potential for sediment or pollutants to enter waterways. The full build of Alternative B would displace one residence and require 201 partial and 27 full acquisitions of businesses. The full build of Alternative C would displace one residence and require 144 partial and 32 full acquisitions of businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100342, Volume 1 --876 pages and maps, Volume 2--231 oversize maps, August 25, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Farmlands
KW  - Land Acquisitions
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+80%2FINTERSTATE+680%2FSTATE+ROUTE+12+INTERCHANGE+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+80%2FINTERSTATE+680%2FSTATE+ROUTE+12+INTERCHANGE+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 25, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 80/INTERSTATE 680/STATE ROUTE 12 INTERCHANGE PROJECT, SOLANO COUNTY, CALIFORNIA.
AN  - 758977842; 14614
AB  - PURPOSE: The construction of roadway widening and interchange improvements along Interstate 80 (I-80)/Interstate 680 (I-680)/State Route 12 (SR 12) in the vicinity of the city of Fairfield, Solano County, California is proposed. The existing I-80/I-680/SR 12 interchange complex was constructed approximately 40 years ago, and current traffic demands result in congestion, delays, and unacceptable levels of service. The project area covers 13 miles encompassing all three highways and the proposed action involves improvements on a 4.5-mile-long segment of I-80 between Red Top Road and Abernathy Road, an approximate 3.5-mile-long segment of I-680 between Gold Hill Road and I-80, a 2.0-mile-long segment of SR 12 West (SR 12W) between 0.5 mile west of Red Top Road and I-80, and a 2.5-mile-long segment of SR 12 East (SR 12E) between I-80 and Main Street in Suisun City. The alternatives analyzed in this draft EIS include a No Build Alternative and two full build alternatives (Alternative B and Alternative C), each with a corresponding fundable the first phase (Alternative B, Phase 1 and Alternative C, Phase 1). Alternatives B and C would address comprehensive improvements to the I-80/I-680/SR 12W interchange; the widening of I-680 and I-80; and the relocation, upgrade, and expansion of the westbound truck scales on I-80. Alternatives B and C differ primarily in the location of the I-80/I-680/SR 12W interchange improvements and the improvements on SR 12E. Under Alternative B, the I-80/I-680 and I-80/SR 12W interchanges would be improved in place and a single interchange would be constructed on SR 12E to serve Beck Avenue and Pennsylvania Avenue. Under Alternative C, I-680 would be realigned to the west to connect with the I-80/SR 12W interchange, and two interchanges would be constructed on SR 12E to serve Beck Avenue and Pennsylvania Avenue. Alternative B, Phase 1 would improve the I-80/Green Valley Road, I-80/I-680, I-80/Suisun Valley Road and the SR 12E/Beck Avenue interchanges. Alternative C, Phase 1 would realign I-680 to the west to connect with the I-80/SR 12W interchange and provide direct connections between all highways except eastbound SR 12W and southbound I-680. Red Top Road would be extended to meet Business Center Drive and interchanges at SR 12W/Red Top Road, I-80/Red Top Road, I-80/Green Valley Road, and I-680/Red Top Road would be constructed or improved. A third lane would be added to SR 12 East from west of Chadbourne Road Undercrossing to the Webster Street exit. While the fundable first phases of the alternatives would not address all project needs, they would reduce congestion and cut-through traffic on local roads, and improve safety conditions. POSITIVE IMPACTS: Implementation would ease traffic congestion through the I-80/I-680/SR12 interchange complex, encourage the use of high-occupancy vehicle lanes and ridesharing, accommodate projected growth, and improve safety. The amount of cut-through traffic on local roads would be reduced and inspection and enforcement at truck scales would be facilitated. NEGATIVE IMPACTS: Implementation would require conversion of approximately 200 acres of farmland. Construction activities would create potential for sediment or pollutants to enter waterways. The full build of Alternative B would displace one residence and require 201 partial and 27 full acquisitions of businesses. The full build of Alternative C would displace one residence and require 144 partial and 32 full acquisitions of businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100342, Volume 1 --876 pages and maps, Volume 2--231 oversize maps, August 25, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Farmlands
KW  - Land Acquisitions
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 25, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CATTLE POINT ROAD REALIGNMENT PROJECT, SAN JUAN ISLAND NATIONAL HISTORICAL PARK AND CATTLE POINT NATURAL RESOURCES CONSERVATION AREA, SAN JUAN COUNTY, WASHINGTON. [Part 1 of 1]
T2  - CATTLE POINT ROAD REALIGNMENT PROJECT, SAN JUAN ISLAND NATIONAL HISTORICAL PARK AND CATTLE POINT NATURAL RESOURCES CONSERVATION AREA, SAN JUAN COUNTY, WASHINGTON.
AN  - 873129795; 14613-1_0001
AB  - PURPOSE: The realignment of a portion of the Cattle Point Road located in the San Juan Island National Historical Park and Cattle Point Natural Resources Conservation Area about eight miles south of Friday Harbor, San Juan County, Washington is proposed. Approximately 500 feet of the Cattle Point Road is threatened by coastal erosion. Coastal wind and wave action is eroding the base of the bluff that supports the road. At current estimated rates of erosion, the bluff would become a concern for roadway failure in about 16 years; however, a large storm event could cause more rapid erosion. Cattle Point Road provides the only road access to the Cattle Point area, which includes lands within the park as well as state and privately-owned land on the southeast tip of the island. The road allows pedestrians, bicyclists, and visitors traveling by vehicle to enjoy the features of the area. It is also the only road access to private property at the southeast tip of the island, which is home to approximately 270 residents. The road is classified as a rural major collector. The portion of road in the project area is owned and maintained by San Juan County. Four alternatives, including a No Action Alternative (Alternative A), are evaluated in this draft EIS. Alternatives to safely move the road away from the threatened area would require the construction of approximately 2,800 feet to 4,900 feet of new road. Alternative B, Hybrid Mid-Slope Realignment, is the preferred alternative. Alternative C would involve a short realignment to the north of the existing road almost entirely within a bored tunnel to reduce the visual impacts of the realignment. Under Alternative D, a mid-slope realignment to the north of the existing road would utilize a short tunnel to lower the road profile through the top of the ridgeline. Construction costs for the realignment alternatives B, C, and D are estimated at $5 to $8 million, $55 to $65 million, and $30 to $40 million, respectively. POSITIVE IMPACTS: Realignment of the road away from the eroding bluff would maintain vehicular, bicycle, and pedestrian road access to the Cattle Point area through the San Juan Island National Historical Park and would continue to provide a safe and pleasant roadway experience for residents and visitors without the threat of road failure from coastal erosion. NEGATIVE IMPACTS: Construction of the preferred alternative would result in 17 acres of temporary soil disturbance, 13 acres of which would be restored and revegetated. Four acres of new area would be covered by impermeable road surface, but three acres would be recovered from the abandoned road section. Wildlife and bird species would be displaced by ground disturbing activities. The Mt. Finlayson Trail would be directly impacted by the realignment. Long term adverse visual impacts of the new road alignment when viewed from the Cattle Point peninsula, offshore, and from neighboring islands would be moderate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.).
JF  - EPA number: 100341, 302 pages and maps, August 23, 2010
PY  - 2010
VL  - 1
KW  - Parks, Refuges and Forests
KW  - Agency number: FHWA WA PLD SAJH 10(1)
KW  - Coastal Zones
KW  - Erosion
KW  - National Parks
KW  - Roads
KW  - Safety
KW  - Scenic Areas
KW  - Trails
KW  - Transportation
KW  - Visual Resources
KW  - San Juan Island National Historical Park
KW  - Washington
KW  - Department of Transportation Act of 1966, Parks
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Vancouver, Washington; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CATTLE POINT ROAD REALIGNMENT PROJECT, SAN JUAN ISLAND NATIONAL HISTORICAL PARK AND CATTLE POINT NATURAL RESOURCES CONSERVATION AREA, SAN JUAN COUNTY, WASHINGTON.
AN  - 758977847; 14613
AB  - PURPOSE: The realignment of a portion of the Cattle Point Road located in the San Juan Island National Historical Park and Cattle Point Natural Resources Conservation Area about eight miles south of Friday Harbor, San Juan County, Washington is proposed. Approximately 500 feet of the Cattle Point Road is threatened by coastal erosion. Coastal wind and wave action is eroding the base of the bluff that supports the road. At current estimated rates of erosion, the bluff would become a concern for roadway failure in about 16 years; however, a large storm event could cause more rapid erosion. Cattle Point Road provides the only road access to the Cattle Point area, which includes lands within the park as well as state and privately-owned land on the southeast tip of the island. The road allows pedestrians, bicyclists, and visitors traveling by vehicle to enjoy the features of the area. It is also the only road access to private property at the southeast tip of the island, which is home to approximately 270 residents. The road is classified as a rural major collector. The portion of road in the project area is owned and maintained by San Juan County. Four alternatives, including a No Action Alternative (Alternative A), are evaluated in this draft EIS. Alternatives to safely move the road away from the threatened area would require the construction of approximately 2,800 feet to 4,900 feet of new road. Alternative B, Hybrid Mid-Slope Realignment, is the preferred alternative. Alternative C would involve a short realignment to the north of the existing road almost entirely within a bored tunnel to reduce the visual impacts of the realignment. Under Alternative D, a mid-slope realignment to the north of the existing road would utilize a short tunnel to lower the road profile through the top of the ridgeline. Construction costs for the realignment alternatives B, C, and D are estimated at $5 to $8 million, $55 to $65 million, and $30 to $40 million, respectively. POSITIVE IMPACTS: Realignment of the road away from the eroding bluff would maintain vehicular, bicycle, and pedestrian road access to the Cattle Point area through the San Juan Island National Historical Park and would continue to provide a safe and pleasant roadway experience for residents and visitors without the threat of road failure from coastal erosion. NEGATIVE IMPACTS: Construction of the preferred alternative would result in 17 acres of temporary soil disturbance, 13 acres of which would be restored and revegetated. Four acres of new area would be covered by impermeable road surface, but three acres would be recovered from the abandoned road section. Wildlife and bird species would be displaced by ground disturbing activities. The Mt. Finlayson Trail would be directly impacted by the realignment. Long term adverse visual impacts of the new road alignment when viewed from the Cattle Point peninsula, offshore, and from neighboring islands would be moderate. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.).
JF  - EPA number: 100341, 302 pages and maps, August 23, 2010
PY  - 2010
KW  - Parks, Refuges and Forests
KW  - Agency number: FHWA WA PLD SAJH 10(1)
KW  - Coastal Zones
KW  - Erosion
KW  - National Parks
KW  - Roads
KW  - Safety
KW  - Scenic Areas
KW  - Trails
KW  - Transportation
KW  - Visual Resources
KW  - San Juan Island National Historical Park
KW  - Washington
KW  - Department of Transportation Act of 1966, Parks
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Vancouver, Washington; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LYNX BLUE LINE EXTENSION NORTHEAST CORRIDOR LIGHT RAIL PROJECT, CHARLOTTE-MECKLENBURG COUNTY, NORTH CAROLINA. [Part 1 of 2]
T2  - LYNX BLUE LINE EXTENSION NORTHEAST CORRIDOR LIGHT RAIL PROJECT, CHARLOTTE-MECKLENBURG COUNTY, NORTH CAROLINA.
AN  - 853675655; 14590-100336_0001
AB  - PURPOSE: The extension of a light rail service called the LYNX Blue Line within the Northeast Corridor of the City of Charlotte and Mecklenburg County, North Carolina is proposed. The corridor is a major employment, shopping and educational destination, anchored by Center City Charlotte at the southern end and University City at the northern end. Approximately 23 percent of the total miles on roadways within the Northeast Corridor operate at or above capacity. The Charlotte Area Transit System (CATS) began operation of the LYNX Blue Line in the South Corridor where it extends 9.6 miles with 15 stations. The proposed 10.7-mile LYNX Blue Line Extension would primarily utilize existing railroad rights-of-way for the first four miles and would be located in the median of North Tryon Street/US 29 until it enters the University of North Carolina at Charlotte (UNC Charlotte) campus. The line would then return to North Tryon Street/US 29 to a terminus just south of Interstate 485. This proposed Light Rail Alternative would include 13 stations, seven with park-and-ride facilities and six walk-up stations. Trains will operate seven days a week from 5:00 a.m. until 1:00 a.m. and the fare will equal the cost of local bus fare. Trains would arrive at stations every 7.5 minutes during rush hour and every 15 minutes during non-peak hours. Bus service connections would be provided at most stations. A vehicle light maintenance facility and storage yard would be constructed on the existing Norfolk Southern intermodal facility that abuts North Brevard Street. Heavy maintenance would take place at the existing South Boulevard light rail facility. In addition to the proposed action, this draft EIS evaluates a No Build Alternative and a design option which includes a change in the station platform and park-and-ride locations for the Sugar Creek Station and the Old Concord Station. Year of expenditure capital costs are projected to be $1.21 billion and $1.28 billion for the Light Rail Alternative and the Light Rail Alternative-Sugar Creek Design Option, respectively. POSITIVE IMPACTS: Implementation would ensure future mobility by providing high-capacity, fixed-guideway transit service in a congested travel corridor and would support the regions land use policies and goals for sustainable growth and development. The new service would offer a convenient, time-competitive travel alternative and reduce dependence on single-occupant automobiles. As an extension of the LYNX Blue Line, the proposed project would enhance the operating effectiveness of CATS light rail service and leverage the public investment already made in the South Corridor. Under the preferred alternative, it is expected that up to 9,000 new jobs would be added to the local economy from capital expenditures of the project. NEGATIVE IMPACTS: Construction would eliminate 20 acres of mixed pine/hardwood forest and impact 3,262 linear feet of streams and 1.5 acres of wetlands. Property acquisition would potentially result in up to 22 business displacements and one residential displacement. Implementation would create potential for overflow parking on neighborhood streets adjacent to stations. Noise impacts would affect 26 residential properties, two hotels, one medical center, one college dormitory, and one park. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100336, 558 pages, August 20, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Easements
KW  - Land Acquisitions
KW  - Noise
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Universities
KW  - North Carolina
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 20, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LYNX BLUE LINE EXTENSION NORTHEAST CORRIDOR LIGHT RAIL PROJECT, CHARLOTTE-MECKLENBURG COUNTY, NORTH CAROLINA. [Part 2 of 2]
T2  - LYNX BLUE LINE EXTENSION NORTHEAST CORRIDOR LIGHT RAIL PROJECT, CHARLOTTE-MECKLENBURG COUNTY, NORTH CAROLINA.
AN  - 853675587; 14590-100336_0002
AB  - PURPOSE: The extension of a light rail service called the LYNX Blue Line within the Northeast Corridor of the City of Charlotte and Mecklenburg County, North Carolina is proposed. The corridor is a major employment, shopping and educational destination, anchored by Center City Charlotte at the southern end and University City at the northern end. Approximately 23 percent of the total miles on roadways within the Northeast Corridor operate at or above capacity. The Charlotte Area Transit System (CATS) began operation of the LYNX Blue Line in the South Corridor where it extends 9.6 miles with 15 stations. The proposed 10.7-mile LYNX Blue Line Extension would primarily utilize existing railroad rights-of-way for the first four miles and would be located in the median of North Tryon Street/US 29 until it enters the University of North Carolina at Charlotte (UNC Charlotte) campus. The line would then return to North Tryon Street/US 29 to a terminus just south of Interstate 485. This proposed Light Rail Alternative would include 13 stations, seven with park-and-ride facilities and six walk-up stations. Trains will operate seven days a week from 5:00 a.m. until 1:00 a.m. and the fare will equal the cost of local bus fare. Trains would arrive at stations every 7.5 minutes during rush hour and every 15 minutes during non-peak hours. Bus service connections would be provided at most stations. A vehicle light maintenance facility and storage yard would be constructed on the existing Norfolk Southern intermodal facility that abuts North Brevard Street. Heavy maintenance would take place at the existing South Boulevard light rail facility. In addition to the proposed action, this draft EIS evaluates a No Build Alternative and a design option which includes a change in the station platform and park-and-ride locations for the Sugar Creek Station and the Old Concord Station. Year of expenditure capital costs are projected to be $1.21 billion and $1.28 billion for the Light Rail Alternative and the Light Rail Alternative-Sugar Creek Design Option, respectively. POSITIVE IMPACTS: Implementation would ensure future mobility by providing high-capacity, fixed-guideway transit service in a congested travel corridor and would support the regions land use policies and goals for sustainable growth and development. The new service would offer a convenient, time-competitive travel alternative and reduce dependence on single-occupant automobiles. As an extension of the LYNX Blue Line, the proposed project would enhance the operating effectiveness of CATS light rail service and leverage the public investment already made in the South Corridor. Under the preferred alternative, it is expected that up to 9,000 new jobs would be added to the local economy from capital expenditures of the project. NEGATIVE IMPACTS: Construction would eliminate 20 acres of mixed pine/hardwood forest and impact 3,262 linear feet of streams and 1.5 acres of wetlands. Property acquisition would potentially result in up to 22 business displacements and one residential displacement. Implementation would create potential for overflow parking on neighborhood streets adjacent to stations. Noise impacts would affect 26 residential properties, two hotels, one medical center, one college dormitory, and one park. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100336, 558 pages, August 20, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Easements
KW  - Land Acquisitions
KW  - Noise
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Universities
KW  - North Carolina
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 20, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LYNX BLUE LINE EXTENSION NORTHEAST CORRIDOR LIGHT RAIL PROJECT, CHARLOTTE-MECKLENBURG COUNTY, NORTH CAROLINA.
AN  - 758977843; 14590
AB  - PURPOSE: The extension of a light rail service called the LYNX Blue Line within the Northeast Corridor of the City of Charlotte and Mecklenburg County, North Carolina is proposed. The corridor is a major employment, shopping and educational destination, anchored by Center City Charlotte at the southern end and University City at the northern end. Approximately 23 percent of the total miles on roadways within the Northeast Corridor operate at or above capacity. The Charlotte Area Transit System (CATS) began operation of the LYNX Blue Line in the South Corridor where it extends 9.6 miles with 15 stations. The proposed 10.7-mile LYNX Blue Line Extension would primarily utilize existing railroad rights-of-way for the first four miles and would be located in the median of North Tryon Street/US 29 until it enters the University of North Carolina at Charlotte (UNC Charlotte) campus. The line would then return to North Tryon Street/US 29 to a terminus just south of Interstate 485. This proposed Light Rail Alternative would include 13 stations, seven with park-and-ride facilities and six walk-up stations. Trains will operate seven days a week from 5:00 a.m. until 1:00 a.m. and the fare will equal the cost of local bus fare. Trains would arrive at stations every 7.5 minutes during rush hour and every 15 minutes during non-peak hours. Bus service connections would be provided at most stations. A vehicle light maintenance facility and storage yard would be constructed on the existing Norfolk Southern intermodal facility that abuts North Brevard Street. Heavy maintenance would take place at the existing South Boulevard light rail facility. In addition to the proposed action, this draft EIS evaluates a No Build Alternative and a design option which includes a change in the station platform and park-and-ride locations for the Sugar Creek Station and the Old Concord Station. Year of expenditure capital costs are projected to be $1.21 billion and $1.28 billion for the Light Rail Alternative and the Light Rail Alternative-Sugar Creek Design Option, respectively. POSITIVE IMPACTS: Implementation would ensure future mobility by providing high-capacity, fixed-guideway transit service in a congested travel corridor and would support the regions land use policies and goals for sustainable growth and development. The new service would offer a convenient, time-competitive travel alternative and reduce dependence on single-occupant automobiles. As an extension of the LYNX Blue Line, the proposed project would enhance the operating effectiveness of CATS light rail service and leverage the public investment already made in the South Corridor. Under the preferred alternative, it is expected that up to 9,000 new jobs would be added to the local economy from capital expenditures of the project. NEGATIVE IMPACTS: Construction would eliminate 20 acres of mixed pine/hardwood forest and impact 3,262 linear feet of streams and 1.5 acres of wetlands. Property acquisition would potentially result in up to 22 business displacements and one residential displacement. Implementation would create potential for overflow parking on neighborhood streets adjacent to stations. Noise impacts would affect 26 residential properties, two hotels, one medical center, one college dormitory, and one park. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100336, 558 pages, August 20, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Easements
KW  - Land Acquisitions
KW  - Noise
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Universities
KW  - North Carolina
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Transit Law, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Draft. Preparation date: August 20, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 164 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133924; 14588-4_0164
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 164
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133924?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 163 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133922; 14588-4_0163
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 163
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133922?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 152 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133915; 14588-4_0152
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 152
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133915?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 87 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133913; 14588-4_0087
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 87
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133913?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 49 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133608; 14588-4_0049
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 49
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133608?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 41 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133606; 14588-4_0041
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 41
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133606?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 40 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133600; 14588-4_0040
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 40
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133600?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 38 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133593; 14588-4_0038
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 38
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133593?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 30 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133589; 14588-4_0030
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 30
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133589?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 29 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133587; 14588-4_0029
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 29
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133587?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 26 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133580; 14588-4_0026
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 26
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133580?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 21 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133577; 14588-4_0021
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 21
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133577?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 20 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133575; 14588-4_0020
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 20
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133575?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 15 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133565; 14588-4_0015
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 15
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133565?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 10 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133560; 14588-4_0010
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 10
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133560?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 162 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133241; 14588-4_0162
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 162
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133241?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 161 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133232; 14588-4_0161
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 161
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133232?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 143 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133227; 14588-4_0143
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 143
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133227?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 158 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133222; 14588-4_0158
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 158
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133222?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 78 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133218; 14588-4_0078
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 78
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133218?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 157 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133209; 14588-4_0157
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 157
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133209?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 77 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133205; 14588-4_0077
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 77
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133205?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 137 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133202; 14588-4_0137
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 137
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133202?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 154 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133197; 14588-4_0154
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 154
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133197?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 136 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133193; 14588-4_0136
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 136
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133193?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CATTLE+POINT+ROAD+REALIGNMENT+PROJECT%2C+SAN+JUAN+ISLAND+NATIONAL+HISTORICAL+PARK+AND+CATTLE+POINT+NATURAL+RESOURCES+CONSERVATION+AREA%2C+SAN+JUAN+COUNTY%2C+WASHINGTON.&rft.title=CATTLE+POINT+ROAD+REALIGNMENT+PROJECT%2C+SAN+JUAN+ISLAND+NATIONAL+HISTORICAL+PARK+AND+CATTLE+POINT+NATURAL+RESOURCES+CONSERVATION+AREA%2C+SAN+JUAN+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 153 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133185; 14588-4_0153
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 153
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133185?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 134 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133168; 14588-4_0134
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 134
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133168?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 125 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133151; 14588-4_0125
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 125
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133151?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+80%2FINTERSTATE+680%2FSTATE+ROUTE+12+INTERCHANGE+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+80%2FINTERSTATE+680%2FSTATE+ROUTE+12+INTERCHANGE+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 4 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133145; 14588-4_0004
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 4
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133145?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 2 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133137; 14588-4_0002
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 2
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133137?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 3 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133135; 14588-4_0003
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 3
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133135?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 118 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133128; 14588-4_0118
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 118
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133128?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 117 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133115; 14588-4_0117
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 117
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133115?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 116 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133098; 14588-4_0116
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 116
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133098?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 115 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133077; 14588-4_0115
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 115
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133077?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 110 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133062; 14588-4_0110
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 110
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133062?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 109 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133049; 14588-4_0109
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 109
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133049?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 105 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133021; 14588-4_0105
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 105
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133021?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 102 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873133006; 14588-4_0102
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 102
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133006?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 101 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132993; 14588-4_0101
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 101
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132993?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 73 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132792; 14588-4_0073
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 73
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132792?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 72 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132770; 14588-4_0072
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 72
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132770?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 71 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132753; 14588-4_0071
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 71
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132753?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 37 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132743; 14588-4_0037
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 37
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132743?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=REGIONAL+CONNECTOR+TRANSIT+CORRIDOR+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 68 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132740; 14588-4_0068
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 68
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132740?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 36 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132724; 14588-4_0036
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 36
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132724?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 34 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132710; 14588-4_0034
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 34
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132710?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 64 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132708; 14588-4_0064
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 64
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132708?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 61 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132700; 14588-4_0061
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 61
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132700?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 33 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132698; 14588-4_0033
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 33
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132698?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 31 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132688; 14588-4_0031
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 31
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132688?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 60 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132685; 14588-4_0060
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 60
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132685?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 25 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132675; 14588-4_0025
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 25
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132675?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 50 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132668; 14588-4_0050
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 50
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132668?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 22 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132664; 14588-4_0022
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 22
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132664?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 14 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132650; 14588-4_0014
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 14
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132650?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 13 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132635; 14588-4_0013
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 13
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132635?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 12 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132623; 14588-4_0012
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 12
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132623?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 139 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132576; 14588-4_0139
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 139
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132576?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 138 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132540; 14588-4_0138
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 138
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132540?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 131 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132511; 14588-4_0131
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 131
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132511?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 130 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132480; 14588-4_0130
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 130
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132480?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 120 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132443; 14588-4_0120
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 120
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132443?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 119 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132413; 14588-4_0119
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 119
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132413?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 108 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132368; 14588-4_0108
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 108
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132368?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 151 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132305; 14588-4_0151
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 151
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132305?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 74 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132298; 14588-4_0074
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 74
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132298?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 150 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132293; 14588-4_0150
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 150
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132293?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 66 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132272; 14588-4_0066
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 66
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132272?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 65 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132243; 14588-4_0065
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 65
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132243?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 145 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132236; 14588-4_0145
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 145
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132236?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 144 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132222; 14588-4_0144
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 144
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132222?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 140 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132214; 14588-4_0140
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 140
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132214?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 129 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132203; 14588-4_0129
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 129
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132203?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 128 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132194; 14588-4_0128
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 128
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132194?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 123 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132185; 14588-4_0123
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 123
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132185?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 121 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132165; 14588-4_0121
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 121
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132165?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 114 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132157; 14588-4_0114
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 114
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132157?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 113 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132149; 14588-4_0113
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 113
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132149?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 104 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132140; 14588-4_0104
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 104
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132140?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 70 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132072; 14588-4_0070
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 70
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132072?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 63 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132057; 14588-4_0063
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 63
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132057?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 62 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873132047; 14588-4_0062
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 62
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132047?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 43 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131931; 14588-4_0043
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 43
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131931?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 32 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131920; 14588-4_0032
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 32
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131920?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 24 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131894; 14588-4_0024
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 24
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131894?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 23 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131880; 14588-4_0023
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 23
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131880?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 17 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131865; 14588-4_0017
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 17
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131865?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 16 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131850; 14588-4_0016
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 16
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131850?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 147 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131827; 14588-4_0147
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 147
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131827?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 112 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131808; 14588-4_0112
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 112
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131808?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 111 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131794; 14588-4_0111
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 111
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131794?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 100 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131768; 14588-4_0100
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 100
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131768?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 99 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131753; 14588-4_0099
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 99
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131753?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 69 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131670; 14588-4_0069
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 69
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131670?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 59 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131658; 14588-4_0059
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 59
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131658?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 58 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131642; 14588-4_0058
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 58
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131642?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 1 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131641; 14588-4_0001
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 1
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131641?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 11 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131503; 14588-4_0011
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 11
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131503?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 149 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131475; 14588-4_0149
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 149
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131475?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 148 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131441; 14588-4_0148
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 148
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131441?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 126 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131401; 14588-4_0126
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 126
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131401?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 133 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131207; 14588-4_0133
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 133
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131207?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 80 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131121; 14588-4_0080
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 80
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131121?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 79 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873131101; 14588-4_0079
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 79
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131101?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 44 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130942; 14588-4_0044
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 44
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130942?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 18 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130918; 14588-4_0018
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 18
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130918?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 98 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130357; 14588-4_0098
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 98
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130357?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 93 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130354; 14588-4_0093
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 93
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130354?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 97 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130316; 14588-4_0097
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 97
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130316?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 91 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130305; 14588-4_0091
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 91
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130305?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 83 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130282; 14588-4_0083
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 83
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130282?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 90 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130245; 14588-4_0090
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 90
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130245?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 57 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130207; 14588-4_0057
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 57
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130207?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 89 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130198; 14588-4_0089
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 89
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130198?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 56 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130172; 14588-4_0056
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 56
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130172?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 88 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130161; 14588-4_0088
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 88
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130161?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 159 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130119; 14588-4_0159
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 159
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130119?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 85 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130117; 14588-4_0085
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 85
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130117?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 54 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130054; 14588-4_0054
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 54
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130054?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 52 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873130005; 14588-4_0052
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 52
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130005?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 42 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129990; 14588-4_0042
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 42
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129990?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 96 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129980; 14588-4_0096
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 96
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129980?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 81 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129948; 14588-4_0081
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 81
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129948?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 95 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129939; 14588-4_0095
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 95
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129939?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 51 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129928; 14588-4_0051
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 51
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129928?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 55 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129835; 14588-4_0055
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 55
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129835?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 35 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129823; 14588-4_0035
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 35
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129823?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 48 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129781; 14588-4_0048
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 48
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129781?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 8 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129743; 14588-4_0008
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 8
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129743?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 46 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129734; 14588-4_0046
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 46
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129734?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 45 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129677; 14588-4_0045
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 45
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129677?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 94 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129558; 14588-4_0094
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 94
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129558?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 92 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129519; 14588-4_0092
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 92
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129519?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 53 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873129221; 14588-4_0053
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 53
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129221?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 76 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873128211; 14588-4_0076
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 76
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128211?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 75 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873128191; 14588-4_0075
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 75
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128191?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 6 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873128121; 14588-4_0006
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 6
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128121?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 5 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873128109; 14588-4_0005
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 5
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128109?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA. [Part 7 of 164]
T2  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 873127864; 14588-4_0007
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
VL  - 7
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127864?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.title=PHILADELPHIA+INTERNATIONAL+AIRPORT+CAPACITY+ENHANCEMENT+PROGRAM%2C+PHILADELPHIA%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHILADELPHIA INTERNATIONAL AIRPORT CAPACITY ENHANCEMENT PROGRAM, PHILADELPHIA, PENNSYLVANIA.
AN  - 758977602; 14588
AB  - PURPOSE: Capacity enhancements at Philadelphia International Airport (PIA), Philadelphia, Pennsylvania are proposed to accommodate current and future aviation demand in the Philadelphia Metropolitan Area under all weather conditions. Delays at PIA are caused by the airfield's configuration and the fleet mix served by the airport. Analyses of the forecast passenger and aircraft activity levels indicate that the numbers and durations of delayed operations at PIA will continue to increase from their current average levels of nearly 10 minutes per operation to nearly 20 minutes per operation in 2025. The Federal Aviation Administration considers an airport with an average delay in excess of five minutes to be congested. Because PIA is a pacing airport, the congestion contributes to delays throughout the national airport system. Three alternatives, including a No Action Alternatives, are considered in detail in this final EIS. Action Alternative A, which is the preferred alternative, would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) and one cross-wind runway (17-35) by adding a new runway and extending runways 8-26 and 9L-27R to the east. Alternative B would provide for four parallel runways (8-26, 9L-27R, 9C-27C, and 9R-27L) by adding by adding a new runway, extending Runway 8-26 to the west, and extending Runway 9R/-27L to the east. Both build alternatives also would include reconfiguration of the associated taxiways, relocation of navigational aids and the air traffic control tower, and reconfiguration of the terminal complex. Under both action alternatives, terminal space would be expanded, from 2.5 million square feet to 3.6 million square feet in seven terminals under Alternative 8, and from 2.5 million square feet in seven terminals to 3.8 million square feet in four terminals. Costs of alternatives A and B are estimated at $5.35 billion and $5.59 billion, respectively. Construction is projected to begin in 2013 and be completed in 2025. POSITIVE IMPACTS: Either action alternative would enhance airport capacity during all weather conditions, thereby reducing total delays, the costs associated with delays and PIA's contribution to delays in the national airspace system. The improved facility would complement the New York/New Jersey/Philadelphia Metropolitan Airspace Redesign project and significantly improve airspace interactions and linkages within the region. NEGATIVE IMPACTS: Implementation of the preferred alternative would result in the loss of 82 acres of wetlands, 23 acres of waterways, and 24.5 acres of the Delaware River. Construction would take place in a 100-year floodplain. Significant noise impacts would affect 832 people in 330 housing units in 2025 and 1,196 people in 497 housing units in 2030. Both build alternatives would require the closure of Hog Island Road and relocation of a section of freight track, one of the Sunoco fuel loading piers, and a United Parcel Service facility. Alterative A would also require relocation of one of the dredge dewatering cells at the U.S. Army Corps of Engineers' Fort Mifflin Dredge Disposal Facility. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Clean Air Act Amendments of 1990 (42 U.S.C. 7506(c) (1)), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0374D, Volume 32, Number 4.
JF  - EPA number: 100334, Final EIS--CD-ROM, August 19, 2010
PY  - 2010
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Disposal
KW  - Dredging
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroads
KW  - Roads
KW  - Terminal Facilities
KW  - Traffic Control
KW  - Transportation
KW  - Weather
KW  - Pennsylvania
KW  - Airport and Airway Improvements Act of 1982, as amended, Project Authorization
KW  - Clean Air Act Amendments of 1990, Emission Standards
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Camp Hill, Pennsylvania; DOT
N1  - Date revised - 2010-10-01
N1  - SuppNotes - Final. Preparation date: August 19, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - POWDER RIVER TRAINING COMPLEX, ELLSWORTH AIR FORCE BASE, SOUTH DAKOTA. [Part 3 of 3]
T2  - POWDER RIVER TRAINING COMPLEX, ELLSWORTH AIR FORCE BASE, SOUTH DAKOTA.
AN  - 873132917; 14576-2_0003
AB  - PURPOSE: The improvement of airspace for military training, primarily B-1 aircrews at Ellsworth Air Force Base (AFB), South Dakota, and B-52 aircrews at Minot AFB, North Dakota is proposed. The existing Powder River airspace no longer supports realistic training missions with the bombers' new target acquisition capabilities, communication and networking capabilities, laser targeting capabilities, optical target tracking capabilities, and smart weapons. Combat readiness requires complex multiple mission training, but the existing Powder River airspace accommodates only 46 percent of required B-1 aircrew training sorties and 31 percent of required B-52 aircrew training sorties. The B-1 and B-52 aircrews also require supersonic training, the proposed Powder River Training Complex (PRTC) would provide for high and low training altitudes, employment of chaff and defensive flares, and simulation of realistic air-to-air and air-to-ground engagements. Realistic multiple aircrew training would occur once quarterly during one to three day large force exercises (LFEs) when approximately 20 aircraft of various types would train together as they fight. Supersonic training of B-1s above 20,000 feet mean sea level and transient fighters above 10,000 feet above ground level would only be authorized the 10 days of LFEs. Gap Military Operations Areas (MOAs) and Air Traffic Control Assigned Airspace (ATCAAs) would be activated for 4-hour periods daily during LFEs. Key issues identified during scoping include concerns regarding low-level overflights, sonic booms, impacts to commercial flights, emergency flights, communication, socioeconomic impacts, and impacts to tribal ceremonies or sensitive locations. This draft EIS evaluates a No Action Alternative and three action alternatives that feature various combinations of MOAs. ATCAAs would be part of all action alternatives. Under the No Action Alternative, aircrews would continue limited training in existing airspace and commute to other airspaces for required training. Alternative A, which is the preferred alternative, would provide the highest level of training in a realistic environment. Alternatives B and C eliminate some of the low airspace proposed under Alternative A in order to reduce impacts to existing or proposed mining operations, ranching, recreation, and tribal activities. POSITIVE IMPACTS: Implementation would provide military training airspace that is adequately sized, properly configured, and capable of supporting the training mission for B-1 aircrews operating from Ellsworth AFB and B-52 aircrews operating from Minot AFB. NEGATIVE IMPACTS: Under the airspace proposed for Alternative A, the affected population would be 84,420 persons including affected populations on four Native American reservations with significant numbers of people living below the poverty line. Alternatives A, B, or C could respectively impact 129, 97, or 79 civil operations per weekday. Even infrequent low-level overflights could disproportionately impact the Northern Cheyenne and Crow Reservations under the proposed PR-1A and PR-1B MOAs.
JF  - EPA number: 100322, 478 pages and maps, August 11, 2010
PY  - 2010
VL  - 3
KW  - Defense Programs
KW  - Air Quality Assessments
KW  - Aircraft
KW  - Aircraft Noise
KW  - Airports
KW  - Cultural Resources
KW  - Environmental Justice
KW  - Grazing
KW  - Indian Reservations
KW  - Military Facilities (Air Force)
KW  - Military Operations (Air Force)
KW  - Mining
KW  - Munitions
KW  - Noise Assessments
KW  - Recreation
KW  - Safety
KW  - Sonic Booms
KW  - Weapon Systems
KW  - Ellsworth Air Force Base
KW  - Minot Air Force Base
KW  - South Dakota
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Air Force, Air Combat Command, Langley AFB, Virginia; AF
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Draft. Preparation date: August 11, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - POWDER RIVER TRAINING COMPLEX, ELLSWORTH AIR FORCE BASE, SOUTH DAKOTA. [Part 2 of 3]
T2  - POWDER RIVER TRAINING COMPLEX, ELLSWORTH AIR FORCE BASE, SOUTH DAKOTA.
AN  - 873130896; 14576-2_0002
AB  - PURPOSE: The improvement of airspace for military training, primarily B-1 aircrews at Ellsworth Air Force Base (AFB), South Dakota, and B-52 aircrews at Minot AFB, North Dakota is proposed. The existing Powder River airspace no longer supports realistic training missions with the bombers' new target acquisition capabilities, communication and networking capabilities, laser targeting capabilities, optical target tracking capabilities, and smart weapons. Combat readiness requires complex multiple mission training, but the existing Powder River airspace accommodates only 46 percent of required B-1 aircrew training sorties and 31 percent of required B-52 aircrew training sorties. The B-1 and B-52 aircrews also require supersonic training, the proposed Powder River Training Complex (PRTC) would provide for high and low training altitudes, employment of chaff and defensive flares, and simulation of realistic air-to-air and air-to-ground engagements. Realistic multiple aircrew training would occur once quarterly during one to three day large force exercises (LFEs) when approximately 20 aircraft of various types would train together as they fight. Supersonic training of B-1s above 20,000 feet mean sea level and transient fighters above 10,000 feet above ground level would only be authorized the 10 days of LFEs. Gap Military Operations Areas (MOAs) and Air Traffic Control Assigned Airspace (ATCAAs) would be activated for 4-hour periods daily during LFEs. Key issues identified during scoping include concerns regarding low-level overflights, sonic booms, impacts to commercial flights, emergency flights, communication, socioeconomic impacts, and impacts to tribal ceremonies or sensitive locations. This draft EIS evaluates a No Action Alternative and three action alternatives that feature various combinations of MOAs. ATCAAs would be part of all action alternatives. Under the No Action Alternative, aircrews would continue limited training in existing airspace and commute to other airspaces for required training. Alternative A, which is the preferred alternative, would provide the highest level of training in a realistic environment. Alternatives B and C eliminate some of the low airspace proposed under Alternative A in order to reduce impacts to existing or proposed mining operations, ranching, recreation, and tribal activities. POSITIVE IMPACTS: Implementation would provide military training airspace that is adequately sized, properly configured, and capable of supporting the training mission for B-1 aircrews operating from Ellsworth AFB and B-52 aircrews operating from Minot AFB. NEGATIVE IMPACTS: Under the airspace proposed for Alternative A, the affected population would be 84,420 persons including affected populations on four Native American reservations with significant numbers of people living below the poverty line. Alternatives A, B, or C could respectively impact 129, 97, or 79 civil operations per weekday. Even infrequent low-level overflights could disproportionately impact the Northern Cheyenne and Crow Reservations under the proposed PR-1A and PR-1B MOAs.
JF  - EPA number: 100322, 478 pages and maps, August 11, 2010
PY  - 2010
VL  - 2
KW  - Defense Programs
KW  - Air Quality Assessments
KW  - Aircraft
KW  - Aircraft Noise
KW  - Airports
KW  - Cultural Resources
KW  - Environmental Justice
KW  - Grazing
KW  - Indian Reservations
KW  - Military Facilities (Air Force)
KW  - Military Operations (Air Force)
KW  - Mining
KW  - Munitions
KW  - Noise Assessments
KW  - Recreation
KW  - Safety
KW  - Sonic Booms
KW  - Weapon Systems
KW  - Ellsworth Air Force Base
KW  - Minot Air Force Base
KW  - South Dakota
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Air Force, Air Combat Command, Langley AFB, Virginia; AF
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Draft. Preparation date: August 11, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - POWDER RIVER TRAINING COMPLEX, ELLSWORTH AIR FORCE BASE, SOUTH DAKOTA.
AN  - 755143311; 14576
AB  - PURPOSE: The improvement of airspace for military training, primarily B-1 aircrews at Ellsworth Air Force Base (AFB), South Dakota, and B-52 aircrews at Minot AFB, North Dakota is proposed. The existing Powder River airspace no longer supports realistic training missions with the bombers' new target acquisition capabilities, communication and networking capabilities, laser targeting capabilities, optical target tracking capabilities, and smart weapons. Combat readiness requires complex multiple mission training, but the existing Powder River airspace accommodates only 46 percent of required B-1 aircrew training sorties and 31 percent of required B-52 aircrew training sorties. The B-1 and B-52 aircrews also require supersonic training, the proposed Powder River Training Complex (PRTC) would provide for high and low training altitudes, employment of chaff and defensive flares, and simulation of realistic air-to-air and air-to-ground engagements. Realistic multiple aircrew training would occur once quarterly during one to three day large force exercises (LFEs) when approximately 20 aircraft of various types would train together as they fight. Supersonic training of B-1s above 20,000 feet mean sea level and transient fighters above 10,000 feet above ground level would only be authorized the 10 days of LFEs. Gap Military Operations Areas (MOAs) and Air Traffic Control Assigned Airspace (ATCAAs) would be activated for 4-hour periods daily during LFEs. Key issues identified during scoping include concerns regarding low-level overflights, sonic booms, impacts to commercial flights, emergency flights, communication, socioeconomic impacts, and impacts to tribal ceremonies or sensitive locations. This draft EIS evaluates a No Action Alternative and three action alternatives that feature various combinations of MOAs. ATCAAs would be part of all action alternatives. Under the No Action Alternative, aircrews would continue limited training in existing airspace and commute to other airspaces for required training. Alternative A, which is the preferred alternative, would provide the highest level of training in a realistic environment. Alternatives B and C eliminate some of the low airspace proposed under Alternative A in order to reduce impacts to existing or proposed mining operations, ranching, recreation, and tribal activities. POSITIVE IMPACTS: Implementation would provide military training airspace that is adequately sized, properly configured, and capable of supporting the training mission for B-1 aircrews operating from Ellsworth AFB and B-52 aircrews operating from Minot AFB. NEGATIVE IMPACTS: Under the airspace proposed for Alternative A, the affected population would be 84,420 persons including affected populations on four Native American reservations with significant numbers of people living below the poverty line. Alternatives A, B, or C could respectively impact 129, 97, or 79 civil operations per weekday. Even infrequent low-level overflights could disproportionately impact the Northern Cheyenne and Crow Reservations under the proposed PR-1A and PR-1B MOAs.
JF  - EPA number: 100322, 478 pages and maps, August 11, 2010
PY  - 2010
KW  - Defense Programs
KW  - Air Quality Assessments
KW  - Aircraft
KW  - Aircraft Noise
KW  - Airports
KW  - Cultural Resources
KW  - Environmental Justice
KW  - Grazing
KW  - Indian Reservations
KW  - Military Facilities (Air Force)
KW  - Military Operations (Air Force)
KW  - Mining
KW  - Munitions
KW  - Noise Assessments
KW  - Recreation
KW  - Safety
KW  - Sonic Booms
KW  - Weapon Systems
KW  - Ellsworth Air Force Base
KW  - Minot Air Force Base
KW  - South Dakota
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Air Force, Air Combat Command, Langley AFB, Virginia; AF
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Draft. Preparation date: August 11, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2006). [Part 3 of 3]
T2  - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2006).
AN  - 873133492; 14572-8_0003
AB  - PURPOSE: The construction of an intermodal facility for the City of Russellvile and the Arkansas River Valley (ARV) region on an 800-acre site in and on the banks of the Arkansas River in Pope County, Arkansas is proposed. The River Valley Regional Intermodal Facilities Authority, the sponsoring agency, wishes to promote economic development and job creation in the ARV by serving existing industry and providing services necessary to attract new business and industry to the area. The mechanism by which the Authority proposes to promote economic development is to construct and operate a multi-modal transportation complex in the ARV, which includes Conway, Johnson, Logan, Perry, Pope, and Yell counties. The intermodal facilities would be located in the river valley with access to the McClellan-Kerr Arkansas River Navigation System via a slackwater harbor on the Arkansas River with dockside loading and unloading capabilities. The facility would provide a connection to the Tulsa Port of Catoosa in eastern Oklahoma via the Arkansas and Verdigris rivers and would provide a connection to the Mississippi River, thus allowing ready access to the U.S. inland waterway system. Access to the national railroad grid would be provided through the Class I Union Pacific Railroad and/or though The Class III short line Dardanelle Russellville Railroad. The intermodal facilities would also include local roadway access to Interstate 40. Ancillary services at the facility would include on-site rail/truck transfers, truck/water transfers, rail/water transfers, freight tracking, a foreign trade subzone, warehousing, distribution, consolidation, just-in-time inventory, and material storage capabilities. This supplemental draft EIS responds to comments on the 2006 draft EIS and presents new and updated information. Four alternatives, including a No Action Alternative, are evaluated. The Red Alternative would consist of an 832-acre tract located near Arkansas River Mile (ARM) 203. Most of this site would be within the floodplain of the Arkansas River and a levee system would be required to protect the proposed facilities. Under the Green Alternative, an 882-acre tract located near ARM 203 would be utilized and levee protection would be required. Some high quality wetlands, which would be impacted under the Red Alternative, would be avoided. Additionally, the levee would be set back to protect the forested riparian corridor and to provide a buffer between the site and the river. The Purple Alternative would consist of a 742-acre tract of rolling terrain located near ARM 220 along the north shore which would involve minimal impacts to wetlands and floodplains. The cost estimate range for the proposed intermodal complex alternatives is between $10 million and $30 million. POSITIVE IMPACTS: The proposed complex would provide intermodal transportation access in a region characterized by a strong manufacturing orientation, with a higher percentage of the workforce in manufacturing jobs than the national average, strong regional educational facilities, and a history of public support for economic development. Persons educated at Arkansas Tech University, the University of Arkansas (Morrilton), and the Vo-Tech School at Russellville High School would provide a steady flow of highly trained workers for the intermodal facility and related ancillary services. NEGATIVE IMPACTS: Development of the intermodal facility site and ancillary rail, road, and maritime connections would displace wetlands, and upland habitat, as well as farmland and forested land. Facility operations would create long-term potential for minor releases of chemicals and fuels. Depending on the action alternative selected, the project would displace six to 15 residences and one business. The Purple Alternative could adversely impact some recreational opportunities on Lake Dardanelle. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0272D, Volume 30, Number 2.
JF  - EPA number: 100318, 732 pages and maps, August 10, 2010
PY  - 2010
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: Federal Aid Project No. HPP-0268(2)
KW  - Barges
KW  - Community Facilities
KW  - Farmlands
KW  - Forests
KW  - Harbors
KW  - Harbor Structures
KW  - Highways
KW  - Industrial Districts
KW  - Industrial Parks
KW  - International Programs
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Roads
KW  - Socioeconomic Assessments
KW  - Storage
KW  - Transportation
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Arkansas
KW  - Arkansas River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Intermodal Surface Transportation Act of 1991, Funding
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Draft. Preparation date: August 10, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2006). [Part 2 of 3]
T2  - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2006).
AN  - 873133481; 14572-8_0002
AB  - PURPOSE: The construction of an intermodal facility for the City of Russellvile and the Arkansas River Valley (ARV) region on an 800-acre site in and on the banks of the Arkansas River in Pope County, Arkansas is proposed. The River Valley Regional Intermodal Facilities Authority, the sponsoring agency, wishes to promote economic development and job creation in the ARV by serving existing industry and providing services necessary to attract new business and industry to the area. The mechanism by which the Authority proposes to promote economic development is to construct and operate a multi-modal transportation complex in the ARV, which includes Conway, Johnson, Logan, Perry, Pope, and Yell counties. The intermodal facilities would be located in the river valley with access to the McClellan-Kerr Arkansas River Navigation System via a slackwater harbor on the Arkansas River with dockside loading and unloading capabilities. The facility would provide a connection to the Tulsa Port of Catoosa in eastern Oklahoma via the Arkansas and Verdigris rivers and would provide a connection to the Mississippi River, thus allowing ready access to the U.S. inland waterway system. Access to the national railroad grid would be provided through the Class I Union Pacific Railroad and/or though The Class III short line Dardanelle Russellville Railroad. The intermodal facilities would also include local roadway access to Interstate 40. Ancillary services at the facility would include on-site rail/truck transfers, truck/water transfers, rail/water transfers, freight tracking, a foreign trade subzone, warehousing, distribution, consolidation, just-in-time inventory, and material storage capabilities. This supplemental draft EIS responds to comments on the 2006 draft EIS and presents new and updated information. Four alternatives, including a No Action Alternative, are evaluated. The Red Alternative would consist of an 832-acre tract located near Arkansas River Mile (ARM) 203. Most of this site would be within the floodplain of the Arkansas River and a levee system would be required to protect the proposed facilities. Under the Green Alternative, an 882-acre tract located near ARM 203 would be utilized and levee protection would be required. Some high quality wetlands, which would be impacted under the Red Alternative, would be avoided. Additionally, the levee would be set back to protect the forested riparian corridor and to provide a buffer between the site and the river. The Purple Alternative would consist of a 742-acre tract of rolling terrain located near ARM 220 along the north shore which would involve minimal impacts to wetlands and floodplains. The cost estimate range for the proposed intermodal complex alternatives is between $10 million and $30 million. POSITIVE IMPACTS: The proposed complex would provide intermodal transportation access in a region characterized by a strong manufacturing orientation, with a higher percentage of the workforce in manufacturing jobs than the national average, strong regional educational facilities, and a history of public support for economic development. Persons educated at Arkansas Tech University, the University of Arkansas (Morrilton), and the Vo-Tech School at Russellville High School would provide a steady flow of highly trained workers for the intermodal facility and related ancillary services. NEGATIVE IMPACTS: Development of the intermodal facility site and ancillary rail, road, and maritime connections would displace wetlands, and upland habitat, as well as farmland and forested land. Facility operations would create long-term potential for minor releases of chemicals and fuels. Depending on the action alternative selected, the project would displace six to 15 residences and one business. The Purple Alternative could adversely impact some recreational opportunities on Lake Dardanelle. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0272D, Volume 30, Number 2.
JF  - EPA number: 100318, 732 pages and maps, August 10, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: Federal Aid Project No. HPP-0268(2)
KW  - Barges
KW  - Community Facilities
KW  - Farmlands
KW  - Forests
KW  - Harbors
KW  - Harbor Structures
KW  - Highways
KW  - Industrial Districts
KW  - Industrial Parks
KW  - International Programs
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Roads
KW  - Socioeconomic Assessments
KW  - Storage
KW  - Transportation
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Arkansas
KW  - Arkansas River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Intermodal Surface Transportation Act of 1991, Funding
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133481?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2006%29.&rft.title=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2006%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Draft. Preparation date: August 10, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 14, OWATONNA TO DODGE CENTER, STEELE AND DODGE COUNTIES, MINNESOTA. [Part 1 of 1]
T2  - HIGHWAY 14, OWATONNA TO DODGE CENTER, STEELE AND DODGE COUNTIES, MINNESOTA.
AN  - 873133465; 14574-0_0001
AB  - PURPOSE: The improvement of 19 miles of Trunk Highway (TH) 14 from the existing four-lane bypass of Dodge Center to the intersection of TH 14 and Interstate 35 (I-35) in Steele and Dodge counties, Minnesota is proposed. TH 14 is a major east-west highway providing important links between the interregional corridors of I-35 in Owatonna, Highway 52 in Rochester, and Highway 169 in Mankato. The corridor is characterized by growing traffic levels, particularly truck traffic levels, reduced average travel speeds, limited passing opportunities, and significant safety issues. The existing two-lane highway does not meet design standards for the type and volume of traffic it carries. The proposed improvements would include the construction of a four-lane divided, fully access-controlled freeway through the entire study corridor. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Alternative 2 would reconstruct TH 14 on the existing alignment, implementing the design described above. Alternative 3 would result in the construction of the four-lane upgrade partially on the existing alignment and partly on new alignment. Both alternatives include an option to provide a southern bypass around Claremont. Alternative 3, the South Bypass Alignment with Claremont Bypass Option 4 is the preferred alternative. Preferred interchange design options are a modified folded diamond interchange at County Road 45 in the City of Owatonna and a standard diamond at the existing Highway 14/County Road 43 intersection in Havana Township. Cost for the preferred alternative is estimated at $151.2 million. POSITIVE IMPACTS: The upgraded facility would maintain mobility under future traffic conditions, improve travel safety, enhance system continuity by completing a four-lane segment connecting two contiguous four lane sections, and foster economic growth along the corridor. Improved movement of traffic along the corridor could increase use of transit options in the region and improve the efficiency of transit connections. NEGATIVE IMPACTS: The preferred alternative would require 578 acres of right-of-way and would displace 17 residences, 600 acres of prime or unique farmland, and 15.9 acres of wetlands. The project would impact three properties which are eligible for inclusion in the National Register of Historic Places. The highway would add 123 acres of new impervious surface to the corridor, increasing roadway runoff and adding greater levels of pollutants to receiving surface flows. Traffic-generated noise levels would exceed Minnesota standards at many residential properties. Construction workers would encounter 22 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0469D, Volume 32, Number 4.
JF  - EPA number: 100320, Condensed Final EIS--178 pages and maps on CD-ROM, Draft EIS--267 pages and maps on CD-ROM, August 10, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-08-03-F
KW  - Archaeological Sites
KW  - Cultural Resources
KW  - Farmlands
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Parks
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Archaeological Sites
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133465?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+14%2C+OWATONNA+TO+DODGE+CENTER%2C+STEELE+AND+DODGE+COUNTIES%2C+MINNESOTA.&rft.title=HIGHWAY+14%2C+OWATONNA+TO+DODGE+CENTER%2C+STEELE+AND+DODGE+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 10, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2006). [Part 1 of 3]
T2  - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2006).
AN  - 873132527; 14572-8_0001
AB  - PURPOSE: The construction of an intermodal facility for the City of Russellvile and the Arkansas River Valley (ARV) region on an 800-acre site in and on the banks of the Arkansas River in Pope County, Arkansas is proposed. The River Valley Regional Intermodal Facilities Authority, the sponsoring agency, wishes to promote economic development and job creation in the ARV by serving existing industry and providing services necessary to attract new business and industry to the area. The mechanism by which the Authority proposes to promote economic development is to construct and operate a multi-modal transportation complex in the ARV, which includes Conway, Johnson, Logan, Perry, Pope, and Yell counties. The intermodal facilities would be located in the river valley with access to the McClellan-Kerr Arkansas River Navigation System via a slackwater harbor on the Arkansas River with dockside loading and unloading capabilities. The facility would provide a connection to the Tulsa Port of Catoosa in eastern Oklahoma via the Arkansas and Verdigris rivers and would provide a connection to the Mississippi River, thus allowing ready access to the U.S. inland waterway system. Access to the national railroad grid would be provided through the Class I Union Pacific Railroad and/or though The Class III short line Dardanelle Russellville Railroad. The intermodal facilities would also include local roadway access to Interstate 40. Ancillary services at the facility would include on-site rail/truck transfers, truck/water transfers, rail/water transfers, freight tracking, a foreign trade subzone, warehousing, distribution, consolidation, just-in-time inventory, and material storage capabilities. This supplemental draft EIS responds to comments on the 2006 draft EIS and presents new and updated information. Four alternatives, including a No Action Alternative, are evaluated. The Red Alternative would consist of an 832-acre tract located near Arkansas River Mile (ARM) 203. Most of this site would be within the floodplain of the Arkansas River and a levee system would be required to protect the proposed facilities. Under the Green Alternative, an 882-acre tract located near ARM 203 would be utilized and levee protection would be required. Some high quality wetlands, which would be impacted under the Red Alternative, would be avoided. Additionally, the levee would be set back to protect the forested riparian corridor and to provide a buffer between the site and the river. The Purple Alternative would consist of a 742-acre tract of rolling terrain located near ARM 220 along the north shore which would involve minimal impacts to wetlands and floodplains. The cost estimate range for the proposed intermodal complex alternatives is between $10 million and $30 million. POSITIVE IMPACTS: The proposed complex would provide intermodal transportation access in a region characterized by a strong manufacturing orientation, with a higher percentage of the workforce in manufacturing jobs than the national average, strong regional educational facilities, and a history of public support for economic development. Persons educated at Arkansas Tech University, the University of Arkansas (Morrilton), and the Vo-Tech School at Russellville High School would provide a steady flow of highly trained workers for the intermodal facility and related ancillary services. NEGATIVE IMPACTS: Development of the intermodal facility site and ancillary rail, road, and maritime connections would displace wetlands, and upland habitat, as well as farmland and forested land. Facility operations would create long-term potential for minor releases of chemicals and fuels. Depending on the action alternative selected, the project would displace six to 15 residences and one business. The Purple Alternative could adversely impact some recreational opportunities on Lake Dardanelle. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0272D, Volume 30, Number 2.
JF  - EPA number: 100318, 732 pages and maps, August 10, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: Federal Aid Project No. HPP-0268(2)
KW  - Barges
KW  - Community Facilities
KW  - Farmlands
KW  - Forests
KW  - Harbors
KW  - Harbor Structures
KW  - Highways
KW  - Industrial Districts
KW  - Industrial Parks
KW  - International Programs
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Roads
KW  - Socioeconomic Assessments
KW  - Storage
KW  - Transportation
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Arkansas
KW  - Arkansas River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Intermodal Surface Transportation Act of 1991, Funding
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132527?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2006%29.&rft.title=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2006%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Draft. Preparation date: August 10, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2006).
AN  - 755142960; 14572
AB  - PURPOSE: The construction of an intermodal facility for the City of Russellvile and the Arkansas River Valley (ARV) region on an 800-acre site in and on the banks of the Arkansas River in Pope County, Arkansas is proposed. The River Valley Regional Intermodal Facilities Authority, the sponsoring agency, wishes to promote economic development and job creation in the ARV by serving existing industry and providing services necessary to attract new business and industry to the area. The mechanism by which the Authority proposes to promote economic development is to construct and operate a multi-modal transportation complex in the ARV, which includes Conway, Johnson, Logan, Perry, Pope, and Yell counties. The intermodal facilities would be located in the river valley with access to the McClellan-Kerr Arkansas River Navigation System via a slackwater harbor on the Arkansas River with dockside loading and unloading capabilities. The facility would provide a connection to the Tulsa Port of Catoosa in eastern Oklahoma via the Arkansas and Verdigris rivers and would provide a connection to the Mississippi River, thus allowing ready access to the U.S. inland waterway system. Access to the national railroad grid would be provided through the Class I Union Pacific Railroad and/or though The Class III short line Dardanelle Russellville Railroad. The intermodal facilities would also include local roadway access to Interstate 40. Ancillary services at the facility would include on-site rail/truck transfers, truck/water transfers, rail/water transfers, freight tracking, a foreign trade subzone, warehousing, distribution, consolidation, just-in-time inventory, and material storage capabilities. This supplemental draft EIS responds to comments on the 2006 draft EIS and presents new and updated information. Four alternatives, including a No Action Alternative, are evaluated. The Red Alternative would consist of an 832-acre tract located near Arkansas River Mile (ARM) 203. Most of this site would be within the floodplain of the Arkansas River and a levee system would be required to protect the proposed facilities. Under the Green Alternative, an 882-acre tract located near ARM 203 would be utilized and levee protection would be required. Some high quality wetlands, which would be impacted under the Red Alternative, would be avoided. Additionally, the levee would be set back to protect the forested riparian corridor and to provide a buffer between the site and the river. The Purple Alternative would consist of a 742-acre tract of rolling terrain located near ARM 220 along the north shore which would involve minimal impacts to wetlands and floodplains. The cost estimate range for the proposed intermodal complex alternatives is between $10 million and $30 million. POSITIVE IMPACTS: The proposed complex would provide intermodal transportation access in a region characterized by a strong manufacturing orientation, with a higher percentage of the workforce in manufacturing jobs than the national average, strong regional educational facilities, and a history of public support for economic development. Persons educated at Arkansas Tech University, the University of Arkansas (Morrilton), and the Vo-Tech School at Russellville High School would provide a steady flow of highly trained workers for the intermodal facility and related ancillary services. NEGATIVE IMPACTS: Development of the intermodal facility site and ancillary rail, road, and maritime connections would displace wetlands, and upland habitat, as well as farmland and forested land. Facility operations would create long-term potential for minor releases of chemicals and fuels. Depending on the action alternative selected, the project would displace six to 15 residences and one business. The Purple Alternative could adversely impact some recreational opportunities on Lake Dardanelle. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0272D, Volume 30, Number 2.
JF  - EPA number: 100318, 732 pages and maps, August 10, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Agency number: Federal Aid Project No. HPP-0268(2)
KW  - Barges
KW  - Community Facilities
KW  - Farmlands
KW  - Forests
KW  - Harbors
KW  - Harbor Structures
KW  - Highways
KW  - Industrial Districts
KW  - Industrial Parks
KW  - International Programs
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Roads
KW  - Socioeconomic Assessments
KW  - Storage
KW  - Transportation
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Arkansas
KW  - Arkansas River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Intermodal Surface Transportation Act of 1991, Funding
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/755142960?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2006%29.&rft.title=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2006%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Draft. Preparation date: August 10, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 14, OWATONNA TO DODGE CENTER, STEELE AND DODGE COUNTIES, MINNESOTA.
AN  - 755142696; 14574
AB  - PURPOSE: The improvement of 19 miles of Trunk Highway (TH) 14 from the existing four-lane bypass of Dodge Center to the intersection of TH 14 and Interstate 35 (I-35) in Steele and Dodge counties, Minnesota is proposed. TH 14 is a major east-west highway providing important links between the interregional corridors of I-35 in Owatonna, Highway 52 in Rochester, and Highway 169 in Mankato. The corridor is characterized by growing traffic levels, particularly truck traffic levels, reduced average travel speeds, limited passing opportunities, and significant safety issues. The existing two-lane highway does not meet design standards for the type and volume of traffic it carries. The proposed improvements would include the construction of a four-lane divided, fully access-controlled freeway through the entire study corridor. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Alternative 2 would reconstruct TH 14 on the existing alignment, implementing the design described above. Alternative 3 would result in the construction of the four-lane upgrade partially on the existing alignment and partly on new alignment. Both alternatives include an option to provide a southern bypass around Claremont. Alternative 3, the South Bypass Alignment with Claremont Bypass Option 4 is the preferred alternative. Preferred interchange design options are a modified folded diamond interchange at County Road 45 in the City of Owatonna and a standard diamond at the existing Highway 14/County Road 43 intersection in Havana Township. Cost for the preferred alternative is estimated at $151.2 million. POSITIVE IMPACTS: The upgraded facility would maintain mobility under future traffic conditions, improve travel safety, enhance system continuity by completing a four-lane segment connecting two contiguous four lane sections, and foster economic growth along the corridor. Improved movement of traffic along the corridor could increase use of transit options in the region and improve the efficiency of transit connections. NEGATIVE IMPACTS: The preferred alternative would require 578 acres of right-of-way and would displace 17 residences, 600 acres of prime or unique farmland, and 15.9 acres of wetlands. The project would impact three properties which are eligible for inclusion in the National Register of Historic Places. The highway would add 123 acres of new impervious surface to the corridor, increasing roadway runoff and adding greater levels of pollutants to receiving surface flows. Traffic-generated noise levels would exceed Minnesota standards at many residential properties. Construction workers would encounter 22 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0469D, Volume 32, Number 4.
JF  - EPA number: 100320, Condensed Final EIS--178 pages and maps on CD-ROM, Draft EIS--267 pages and maps on CD-ROM, August 10, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-08-03-F
KW  - Archaeological Sites
KW  - Cultural Resources
KW  - Farmlands
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Parks
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Archaeological Sites
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/755142696?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+14%2C+OWATONNA+TO+DODGE+CENTER%2C+STEELE+AND+DODGE+COUNTIES%2C+MINNESOTA.&rft.title=HIGHWAY+14%2C+OWATONNA+TO+DODGE+CENTER%2C+STEELE+AND+DODGE+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 10, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 28 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133099; 14567-3_0028
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 28
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133099?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 27 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133088; 14567-3_0027
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 27
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133088?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 26 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133082; 14567-3_0026
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 26
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133082?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 25 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133075; 14567-3_0025
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 25
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133075?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 24 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133068; 14567-3_0024
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 24
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133068?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 23 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133060; 14567-3_0023
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 23
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133060?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 17 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133058; 14567-3_0017
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 17
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133058?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 16 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133052; 14567-3_0016
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 16
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133052?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 7 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133051; 14567-3_0007
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 7
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133051?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 15 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133046; 14567-3_0015
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 15
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133046?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 6 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133041; 14567-3_0006
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 6
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133041?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 22 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133036; 14567-3_0022
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 22
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133036?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 14 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133035; 14567-3_0014
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 14
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133035?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 5 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133033; 14567-3_0005
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 5
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133033?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 3 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133029; 14567-3_0003
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 3
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133029?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 4 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133028; 14567-3_0004
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 4
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133028?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 2 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133025; 14567-3_0002
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133025?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 13 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133023; 14567-3_0013
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 13
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133023?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 1 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133016; 14567-3_0001
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133016?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 12 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873133010; 14567-3_0012
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 12
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133010?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 33 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873131540; 14567-3_0033
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 33
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131540?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 32 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873131530; 14567-3_0032
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 32
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131530?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 31 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873131522; 14567-3_0031
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 31
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131522?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 30 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873131514; 14567-3_0030
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 30
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131514?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 29 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873131501; 14567-3_0029
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 29
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131501?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 18 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873131492; 14567-3_0018
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 18
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131492?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 19 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873131428; 14567-3_0019
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 19
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131428?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 11 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873130978; 14567-3_0011
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 11
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130978?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 10 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873130965; 14567-3_0010
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 10
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130965?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 9 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873130946; 14567-3_0009
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 9
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130946?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 8 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873130925; 14567-3_0008
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 8
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130925?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.title=GOETHALS+BRIDGE+REPLACEMENT+PROJECT%2C+STATEN+ISLAND%2C+NEW+YORK+AND+ELIZABETH%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 21 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873128158; 14567-3_0021
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 21
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY. [Part 20 of 33]
T2  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 873128147; 14567-3_0020
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
VL  - 20
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GOETHALS BRIDGE REPLACEMENT PROJECT, STATEN ISLAND, NEW YORK AND ELIZABETH, NEW JERSEY.
AN  - 755143110; 14567
AB  - PURPOSE: The construction of a new cable-stayed bridge that would replace the Goethals Bridge and continue to serve as an Interstate 278 (I-278) link across the Arthur Kill between Staten Island, New York and Elizabeth, New Jersey is proposed. The Goethals Bridge is a primary path of travel in the bi-state metropolitan area's regional highway network and provides a direct connection to the New Jersey Turnpike and access to the West Shore Expressway, the major north-south highway on Staten Island. The bridge was completed in 1928 and by the 1980s had become functionally obsolete. Traffic across the Goethals Bridge increased an average of 33 percent annually between 1964 and 1973. Total weekday peak-period traffic volumes for both directions have increased from 7,100 to 36,600 vehicles between 1964 and 2004. Key issues identified during scoping include those related to overall need for the project, demolition of the existing bridge, potential traffic increases on local roadways, impacts to wetlands and wildlife, and displacement of residential and commercial properties. Five alternatives, including a No Build Alternative, are considered in this final EIS. The No Build Alternative assumes that operation and maintenance of the Goethals Bridge would continue and that the existing structure would require a full deck replacement and retrofit procedures for seismic upgrade within the next 7 to 10 years. Two build alternatives would place a new six-lane structure on new alignments either north or south of the existing structure's alignment. The new bridge would be constructed in its entirety, after which the existing bridge would be demolished. Two additional build alternatives would place one-half of a new six-lane structure within the existing Goethals Bridge alignment with either the southern half or northern half of the new bridge adjacent to the existing alignment. One half of the new bridge would be constructed first and would temporarily accommodate both directions of traffic during demolition of the existing bridge and construction of the second half of the new bridge. The New Alignment South is the preferred alternative. The proposed new bridge would consist of six 12-foot-wide travel lanes, a 12-foot-wide outer shoulder on each roadway, a 5-foot-wide inner shoulder on each roadway, a minimum 10-foot-wide sidewalk/bikeway along the northern edge of the westbound roadway, and a central area to be maintained between the eastbound and westbound decks to accommodate the provision of future transit service if warranted during the service life of the bridge. Navigational vertical clearance under the new bridge would be a minimum of 135 feet above mean high water and horizontal clearance would be increased from the existing 617 feet to a total of 900 feet between the two main piers. The top elevation of the two bridge towers would be 272 feet above mean sea level, and would not conflict with flight departures from Newark Liberty International Airport which is located three miles north of the bridge. POSITIVE IMPACTS: The proposed project would address the deficiencies of the functionally obsolete existing bridge and would reduce the life-cycle cost concerns associated with future rehabilitation and maintenance requirements. Completion of the new span would provide transportation system redundancy, improve traffic conditions, reduce accidents, provide safe and reliable truck access for interstate movement of goods, and provide for potential future transit in the corridor. NEGATIVE IMPACTS: The proposed project would displace 51 residential and eight business properties. It would have an adverse effect on three historic properties, including demolition of the Goethals Bridge, as well as visual impacts to the Staten Island Railroad Historic District in Elizabeth and the Staten Island Railway Lift Truss Bridge over the Arthur Kill. Under the preferred alternative, 5.59 acres of wetlands would be impacted, most predominantly within the tidal wetlands of the Old Place Creek system in Staten Island. Two traffic locations in New Jersey and seven in New York would exhibit traffic conditions that are worse than the No Build condition in 2034. Emissions of nitrogen oxides, particulates, and carbon monoxide would exceed standards during the construction period. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0301D, Volume 33, Number 3.
JF  - EPA number: 100313, Final EIS--3 Volumes on CD-ROM, August 6, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Airports
KW  - Bridges
KW  - Channels
KW  - Demolition
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Interstate Commerce
KW  - Navigation
KW  - Noise Assessments
KW  - Property Disposition
KW  - Roads
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Waterways
KW  - Wetlands
KW  - Arthur Kill
KW  - New Jersey
KW  - New York
KW  - Newark International Airport
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Rivers and Harbors Act of 1899, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Homeland Security, U.S. Coast Guard, New York, New York; DHS
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 6, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - CPAPER
T1  - A Critique on the Highway Vertical Curve Design Specifications in China
T2  - 10th International Conference of Chinese Transportation Professionals (ICCTP 2010)
AN  - 1312968872; 6031349
JF  - 10th International Conference of Chinese Transportation Professionals (ICCTP 2010)
AU  - Wang, Zhongren
Y1  - 2010/08/04/
PY  - 2010
DA  - 2010 Aug 04
KW  - China, People's Rep.
KW  - Highways
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1312968872?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=10th+International+Conference+of+Chinese+Transportation+Professionals+%28ICCTP+2010%29&rft.atitle=A+Critique+on+the+Highway+Vertical+Curve+Design+Specifications+in+China&rft.au=Wang%2C+Zhongren&rft.aulast=Wang&rft.aufirst=Zhongren&rft.date=2010-08-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=10th+International+Conference+of+Chinese+Transportation+Professionals+%28ICCTP+2010%29&rft.issn=&rft_id=info:doi/
L2  - http://trc.bjut.edu.cn/ICCTP/EN/downloadFile.do?type=11
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2013-02-26
N1  - Last updated - 2013-02-28
ER  - 



TY  - CPAPER
T1  - Nonparametric Hazard-Based Duration Model
T2  - 10th International Conference of Chinese Transportation Professionals (ICCTP 2010)
AN  - 1312968172; 6031355
JF  - 10th International Conference of Chinese Transportation Professionals (ICCTP 2010)
AU  - Li, Zheng
Y1  - 2010/08/04/
PY  - 2010
DA  - 2010 Aug 04
KW  - Models
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1312968172?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=10th+International+Conference+of+Chinese+Transportation+Professionals+%28ICCTP+2010%29&rft.atitle=Nonparametric+Hazard-Based+Duration+Model&rft.au=Li%2C+Zheng&rft.aulast=Li&rft.aufirst=Zheng&rft.date=2010-08-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=10th+International+Conference+of+Chinese+Transportation+Professionals+%28ICCTP+2010%29&rft.issn=&rft_id=info:doi/
L2  - http://trc.bjut.edu.cn/ICCTP/EN/downloadFile.do?type=11
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2013-02-26
N1  - Last updated - 2013-02-28
ER  - 



TY  - CPAPER
T1  - Bayesian Modeling of Frequency-Severity Indeterminacy with an Application to Traffic Crashes on Two-Lane Highways
T2  - 10th International Conference of Chinese Transportation Professionals (ICCTP 2010)
AN  - 1312963535; 6031253
JF  - 10th International Conference of Chinese Transportation Professionals (ICCTP 2010)
AU  - Ma, Jianming
Y1  - 2010/08/04/
PY  - 2010
DA  - 2010 Aug 04
KW  - traffic
KW  - Highways
KW  - Traffic
KW  - Bayesian analysis
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1312963535?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2013-02-26
N1  - Last updated - 2013-02-28
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 9 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133122; 14561-7_0009
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 8 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133112; 14561-7_0008
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133112?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 7 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133104; 14561-7_0007
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133104?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 16 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133095; 14561-7_0016
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133095?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 6 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133093; 14561-7_0006
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133093?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 15 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133089; 14561-7_0015
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133089?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 5 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133085; 14561-7_0005
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133085?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 14 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133084; 14561-7_0014
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133084?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 13 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133074; 14561-7_0013
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133074?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 4 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133073; 14561-7_0004
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133073?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 12 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133071; 14561-7_0012
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133071?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 3 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133067; 14561-7_0003
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133067?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 11 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133066; 14561-7_0011
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133066?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 10 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873133057; 14561-7_0010
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133057?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 23 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873131728; 14561-7_0023
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 23
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131728?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 2 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873131569; 14561-7_0002
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131569?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 1 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873131564; 14561-7_0001
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131564?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 22 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873128105; 14561-7_0022
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 22
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128105?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 21 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873128102; 14561-7_0021
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 21
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128102?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 20 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873128097; 14561-7_0020
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 20
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128097?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 19 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873128092; 14561-7_0019
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 19
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128092?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.title=HIGHWAY+371+IMPROVEMENT+PROJECT%2C+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA+%28REVISED+FINAL+EIS%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 18 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873128088; 14561-7_0018
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 18
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128088?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 17 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873128081; 14561-7_0017
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128081?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS). [Part 24 of 24]
T2  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 873127860; 14561-7_0024
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
VL  - 24
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127860?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - HIGHWAY 371 IMPROVEMENT PROJECT, CASS AND CROW WING COUNTIES, MINNESOTA (REVISED FINAL EIS).
AN  - 755143141; 14561
AB  - PURPOSE: Construction of a four-lane limited access highway within the existing Minnesota Highway 371 corridor from the intersection of Crow Wing County State Aid Highway (CSAH) 18 in Nisswa to the intersection of Cass County Road (CR) 2/42 in Pine River is proposed. The project corridor is 16 miles long. Highway 371 is a major north-south route on the Minnesota trunk highway system providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. Tourist travel creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility and is characterized by high crash rates, a large number of direct access points, pedestrian safety concerns, and heavy congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) were considered in the final EIS of January 2005. Alternative 2, which was the preferred alternative, proposed using the existing alignment throughout the project. Other build alternatives considered using the existing alignment for the most part, but alternatives 3 and 4 proposed a bypass around Pequot Lakes and alternatives 4 and 5 proposed a bypass around Jenkins. This supplemental final EIS addresses changes to the preferred alternative based on a request from the City of Pequot Lakes to change from a through-city design to a bypass. Under the new preferred alternative (Alternative 3MOD), the highway would be expanded on its existing alignment from CSAH 18 in Nisswa to just south of CR 107/168 in Pequot Lakes. At that point, the highway would be reconstructed on a new alignment extending along the east edge of the downtown Pequot Lakes area intersecting CSAH 11 one-half mile east of the existing junction of Highway 371 and CSAH 11. The bypass would continue north and converge with the existing Highway 371/CR 16 intersection and continue along the existing alignment through Jenkins to CR 2/42 in Pine River. Cost of the preferred alternative is estimated at $86.9 million including interchange construction. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improve community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routes that use roadways within the project corridor area. NEGATIVE IMPACTS: The preferred alternative would require 345 acres of right-of-way and 15 residential and 5 commercial relocations. Expansion to a four-lane facility coupled with increased traffic would reduce community cohesion in Nisswa, Jenkins, and Pine River. The Paul Bunyan Trail would be impacted and there would be some disruption of local and regional utility services. Up to 53 hazardous waste sites could be encountered. The project would displace 17.7 acres of wetlands. Two farmland areas of statewide importance would be encountered, resulting in possible loss of 7.3 acres. Highway structures would mar visual aesthetics in the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 04-0220D, Volume 28, Number 2 and 05-0413F, Volume 29, Number 3, respectively.
JF  - EPA number: 100307, Supplemental Final EIS--201 pages and maps, Final EIS--201 pages and maps, Draft EIS--177 pages and maps, August 2, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-PS
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-23
N1  - SuppNotes - Final. Preparation date: August 2, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Influence of toe restraint on reinforced soil segmental walls
AN  - 815954967; 2011-002243
AB  - A verified fast Lagrangian analysis of continua (FLAC) numerical model is used to investigate the influence of horizontal toe stiffness on the performance of reinforced soil segmental retaining walls under working stress (operational) conditions. Results of full-scale shear testing of the interface between the bottom of a typical modular block and concrete or crushed stone levelling pads are used to back-calculate toe stiffness values. The results of numerical simulations demonstrate that toe resistance at the base of a reinforced soil segmental retaining wall can generate a significant portion of the resistance to horizontal earth loads in these systems. This partially explains why reinforcement loads under working stress conditions are typically overestimated using current limit equilibrium-based design methods. Other parameters investigated are wall height, interface shear stiffness between blocks, wall facing batter, reinforcement stiffness, and reinforcement spacing. Computed reinforcement loads are compared with predicted loads using the empirical-based K-stiffness method. The K-stiffness method predictions are shown to better capture the qualitative trends in numerical results and be quantitatively more accurate compared with the AASHTO simplified method.
JF  - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique
AU  - Huang, Bingquan
AU  - Bathurst, Richard J
AU  - Hatami, Kianoosh
AU  - Allen, Tony M
Y1  - 2010/08//
PY  - 2010
DA  - August 2010
SP  - 885
EP  - 904
PB  - National Research Council of Canada, Ottawa, ON
VL  - 47
IS  - 8
SN  - 0008-3674, 0008-3674
KW  - toe restraint
KW  - Lagrangian analysis
KW  - soil mechanics
KW  - retaining walls
KW  - numerical models
KW  - stress
KW  - stability
KW  - reinforced materials
KW  - displacements
KW  - simulation
KW  - soil walls
KW  - K-stiffness methods
KW  - walls
KW  - synthetic materials
KW  - 30:Engineering geology
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/815954967?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.atitle=Influence+of+toe+restraint+on+reinforced+soil+segmental+walls&rft.au=Huang%2C+Bingquan%3BBathurst%2C+Richard+J%3BHatami%2C+Kianoosh%3BAllen%2C+Tony+M&rft.aulast=Huang&rft.aufirst=Bingquan&rft.date=2010-08-01&rft.volume=47&rft.issue=8&rft.spage=885&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/10.1139%2FT10-002
L2  - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cgj&lang=eng
LA  - English
DB  - GeoRef
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2011-01-01
N1  - Number of references - 41
N1  - PubXState - ON
N1  - Document feature - illus. incl. 3 tables
N1  - Last updated - 2012-06-07
N1  - CODEN - CGJOAH
N1  - SubjectsTermNotLitGenreText - displacements; K-stiffness methods; Lagrangian analysis; numerical models; reinforced materials; retaining walls; simulation; soil mechanics; soil walls; stability; stress; synthetic materials; toe restraint; walls
DO  - http://dx.doi.org/10.1139/T10-002
ER  - 



TY  - JOUR
T1  - Understanding the variability of speed distributions under mixed traffic conditions caused by holiday traffic
AN  - 760204478; 13199542
AB  - Understanding the variability of speed patterns and congestion characteristics of interstate freeway systems caused by holiday traffic is beneficial because appropriate countermeasures for safety improvement and congestion mitigation can be prepared and drivers can avoid traffic congestion and change their holiday travel schedules. This study evaluated the traffic congestion patterns during the Thanksgiving holiday period in 2006 using a Gaussian mixture speed distribution estimated by the Expectationa"Maximization (EM) algorithm. This mathematical approach showed the potential of improving freeway operational performance evaluation schemes for holiday periods (even non-holiday periods). This study suggested that a Gaussian mixture model using the EM algorithm could be used to properly characterize the severity and the variability of congestion on certain interstate roadway systems. However, this study also pointed out that the fundamental limitations of the mixture model and the statistical significance test about the mixture components should be well understood and need to be further investigated. In addition, because this study investigated the changing patterns of speed distributions with only one interstate freeway system, I-95 northbound, other freeway systems with both directions need to be evaluated so that a more broad and confident analysis on holiday traffic can be achieved.
JF  - Transportation Research, Part C
AU  - Jun, Jungwook
AD  - Traffic Engineering Division, Virginia Department of Transportation, 1401 East Broad Street, Richmond, VA 23219, USA, Jungwook.jun@vdot.virginia.gov
Y1  - 2010/08//
PY  - 2010
DA  - Aug 2010
SP  - 599
EP  - 610
PB  - Elsevier Science, 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 USA
VL  - 18
IS  - 4
SN  - 0968-090X, 0968-090X
KW  - Environment Abstracts; Health & Safety Science Abstracts
KW  - Speed distributions
KW  - Gaussian mixture models
KW  - EM algorithms
KW  - Holiday traffic
KW  - Congestions
KW  - Bimodal distributions
KW  - Travel
KW  - mitigation
KW  - traffic
KW  - Transportation
KW  - Highways
KW  - traffic safety
KW  - H 2000:Transportation
KW  - ENA 18:Transportation
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+C&rft.atitle=Understanding+the+variability+of+speed+distributions+under+mixed+traffic+conditions+caused+by+holiday+traffic&rft.au=Jun%2C+Jungwook&rft.aulast=Jun&rft.aufirst=Jungwook&rft.date=2010-08-01&rft.volume=18&rft.issue=4&rft.spage=599&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+C&rft.issn=0968090X&rft_id=info:doi/10.1016%2Fj.trc.2009.12.005
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2011-09-01
N1  - Last updated - 2015-10-15
N1  - SubjectsTermNotLitGenreText - Travel; mitigation; Transportation; traffic; Highways; traffic safety
DO  - http://dx.doi.org/10.1016/j.trc.2009.12.005
ER  - 



TY  - JOUR
T1  - New York City's congestion pricing experience and implications for road pricing acceptance in the United States
AN  - 742954966; 2010-509732
AB  - Public acceptance is widely recognized as a major barrier to widespread adoption of road pricing in the United States and internationally. Using New York City as a case study, this paper analyzes how Mayor Michael Bloomberg's 2007 congestion pricing proposal gained widespread public support but was ultimately blocked in the State Legislature. The paper assesses the implications of New York's experience for pursuing congestion pricing and mileage-based taxes in the United States. A central conclusion from this analysis is that gaining approval of pricing will require changing how motorists view the effect of pricing on them personally. Given the power of even small groups of auto users to block pricing through the political process, pricing proposals need to be perceived as benefiting drivers individually and not simply society at large. The paper discusses approaches to road pricing in light of New York City's experience. [Copyright Elsevier B.V.]
JF  - Transport Policy
AU  - Schaller, Bruce
AD  - New York City Department of Transportation, 55 Water Street, 9 floor, New York, NY 10041, USA bschaller@dot.nyc.gov
Y1  - 2010/08//
PY  - 2010
DA  - August 2010
SP  - 266
EP  - 273
PB  - Elsevier Ltd, The Netherlands
VL  - 17
IS  - 4
SN  - 0967-070X, 0967-070X
KW  - Transportation and transportation policy - Road traffic and traffic regulation
KW  - Business and service sector - Business finance
KW  - Culture and religion - Intellectual life
KW  - Government - Legislative power and procedure
KW  - Road pricing Congestion pricing Mileage-based pricing Public acceptance New York City
KW  - Public opinion
KW  - New York, New York
KW  - Prices
KW  - Traffic congestion
KW  - Bloomberg, Michael R.
KW  - Legislatures
KW  - article
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/742954966?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apais&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transport+Policy&rft.atitle=New+York+City%27s+congestion+pricing+experience+and+implications+for+road+pricing+acceptance+in+the+United+States&rft.au=Schaller%2C+Bruce&rft.aulast=Schaller&rft.aufirst=Bruce&rft.date=2010-08-01&rft.volume=17&rft.issue=4&rft.spage=266&rft.isbn=&rft.btitle=&rft.title=Transport+Policy&rft.issn=0967070X&rft_id=info:doi/10.1016%2Fj.tranpol.2010.01.013
LA  - English
DB  - PAIS Index
N1  - Date revised - 2010-05-10
N1  - Last updated - 2016-09-28
N1  - SubjectsTermNotLitGenreText - Traffic congestion; New York, New York; Prices; Public opinion; Legislatures; Bloomberg, Michael R.
DO  - http://dx.doi.org/10.1016/j.tranpol.2010.01.013
ER  - 



TY  - RPRT
T1  - CLOVERDALE RANCHERIA OF POMO INDIANS FEE-TO-TRUST AND RESORT CASINO PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 2 of 2]
T2  - CLOVERDALE RANCHERIA OF POMO INDIANS FEE-TO-TRUST AND RESORT CASINO PROJECT, SONOMA COUNTY, CALIFORNIA.
AN  - 873133050; 14553-0_0002
AB  - PURPOSE: The transfer into federal trust of six land parcels containing 69.77 acres for the Cloverdale Rancheria of Pomo Indians and the subsequent development of a destination resort casino in northern Sonoma County, California is proposed. In addition to the trust acquisition for gaming purposes, the proposed action requests approval by the National Indian Gaming Commission (NIGC) of a gaming management contract between the Tribe and its management partners. The project site is within the sphere of influence of the City of Cloverdale and lies immediately east of Highway 101 and borders Asti Road. The proposed trust parcels partially overlap the Tribe's historic Rancheria location. Key issues identified during scoping include those related to socioeconomics, transportation, wastewater treatment and disposal, and water resources. Six alternatives, including a No Action Alternative (Alternative), are considered in this draft EIS. Alternative A, which is the proposed action, would consist of the fee-to-trust transfer of the project site, federal review of the development and management contract, and development of a two-story casino, 287,000 square-foot hotel, convention center, entertainment center, and other ancillary facilities. Parking for patrons and employees would be provided through garage and surface parking. A 20,000 square-foot tribal government building would occupy the southeastern end of the site. Under Alternative B, the casino and hotel facilities would be similar, but reduced in scale. The entertainment center would be the same size as under Alternative A, but no convention center component would be included. Alternative C would further reduce the size of the casino, but the hotel and entertainment center would be the same size as under Alternative B. Alternative D would consist of a casino only. No hotel, convention center, or entertainment center would be developed. Under Alternative E, the project site would be used for development of a commercial real estate and office center with light industrial warehouse space. The NIGC would not review a development and management contract because no gaming component would be included. POSITIVE IMPACTS: The proposed development would assist the Tribe in restoring its trust land base, strengthening tribal governance, achieving economic self sufficiency, providing employment for members, and providing essential services. NEGATIVE IMPACTS: Construction related emissions would be potentially significant, but would not violate federal standards. Operational emissions, primarily from on-road vehicle traffic, would exceed established thresholds for nitrogen oxides, carbon monoxide, and particulate matter. Implementation would result in changes to existing drainage patterns, both on-site and off-site, including the addition of up to 17 acres of new impervious or semi-impervious surfaces. Increased stormwater flows could result in increased discharge to downstream areas with possible increased incidence of flooding or erosion. Implementation of Alternative A would directly impact 22.5 acres of vineyard, 0.58 acres of Coast live oak woodland, 20.18 acres of non-native annual grassland, 0.11 acres of North Coast riparian habitat, and 0.48 acres of seasonal wetland. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.).
JF  - EPA number: 100300, Draft EIS--497 pages and maps, Appendices--CD-ROM, July 30, 2010
PY  - 2010
VL  - 2
KW  - Urban and Social Programs
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Buildings
KW  - Cultural Resources Assessments
KW  - Drainage
KW  - Employment
KW  - Farmlands
KW  - Hotels
KW  - Indian Reservations
KW  - Parking
KW  - Resorts
KW  - Soils
KW  - Traffic Analyses
KW  - Wastewater
KW  - Wastewater Treatment Assessments
KW  - Water Quality
KW  - Water Supply
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133050?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLOVERDALE+RANCHERIA+OF+POMO+INDIANS+FEE-TO-TRUST+AND+RESORT+CASINO+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=CLOVERDALE+RANCHERIA+OF+POMO+INDIANS+FEE-TO-TRUST+AND+RESORT+CASINO+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SELLWOOD BRIDGE, SE TACOMA STREET AND OREGON STATE HIGHWAY 43, MULTNOMAH COUNTY, OREGON. [Part 1 of 3]
T2  - SELLWOOD BRIDGE, SE TACOMA STREET AND OREGON STATE HIGHWAY 43, MULTNOMAH COUNTY, OREGON.
AN  - 873132190; 14548-5_0001
AB  - PURPOSE: The rehabilitation or replacement of the Sellwood Bridge over the Willamette River in Portland, Multnomah County, Oregon is proposed. The bridge connects Southeast Tacoma Street at the east end with Oregon Highway 43 (Southwest Macadam Avenue) at the west end. The existing bridge suffers from inadequate structural integrity; a lack of appropriate seismic resistance; substandard roadway design and pedestrian and bicycle facilities; and inadequate capacity for the level of traffic crossing the river. Seven alternatives, including a No-Build Alternative, which would maintain and repair the existing bridge, are considered in this final EIS. Build Alternative A would rehabilitate the existing structure and add a separate bicycle/pedestrian bridge 300 feet north of the existing bridge; the existing structure would be closed during construction. Alternative B would rehabilitate the existing structure and widen it on the north side; a temporary detour bridge would be provided to keep the river crossing open during construction. Alternative C would replace the existing structure with a double-deck bridge on the existing alignment; the river crossing would be closed during construction. Alternative D would construct a wider replacement bridge on the existing alignment and the river crossing would remain open during construction. Alternative E would replace the existing structure on a new alignment to the north; the river crossing would remain open during construction under. Alternative D Refined is the preferred alternative and would include pedestrian and bicycle facilities and an access roadway footprint to accommodate a future streetcar line. Cost of the No-Build Alternative is estimated in 2012 dollars at $54 million; cost estimates for the build alternatives range from $280 million to $361 million. Construction of a build alternative would require three to four years; a commencement date for the project has not been established. POSITIVE IMPACTS: Rehabilitation of the existing structure would bring its design and engineering closer to contemporary standards of safety and efficiency. Widening or rebuilding the structure would provide for increased capacity and improved roadway geometrics. Water quality in the Willamette River would improve due to improved drainage from the rehabilitated bridge or a replacement structure. From 0.1 to 0.3 acres of noxious weeds would be removed during construction. Build alternatives would employ from 30 to 216 construction workers. NEGATIVE IMPACTS: Right-of-way development would require acquisition of 8.9 to 11.6 acres of land would result in the displacement of one to six residences and nine to 48 businesses, and 3.8 to 4.3 acres of parkland, trail, and other recreational land at five to eight sites. Overall development would result in the loss of 8.8 to 9.6 acres of lowland conifer-hardwood forest, and 0.5 to 0.6 acre of riparian habitat and would disturb 0.1 acre of wetlands and 18.9 to 20.8 acres of wildlife habitat. Three sites eligible for, or already listed in, the National Register of Historic Places would be impacted; Sellwood Bridge is eligible for inclusion in the register; hence, any alteration of the bridge would affect an historically significant structure. Traffic-generated noise would exceed federal standards in the vicinity of 19 to 25 sensitive receptor sites. One church would be affected by an increase in noise levels. Construction workers would encounter six to 10 hazardous waste sites. Under three of the build alternatives, traffic crossing the river at the point of the bridge would be detoured for 24 to 42 months; the No-Build Alternative would require detouring traffic for eight months. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100295, 759 pages, July 30, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-OR-EIS-10-01-F
KW  - Bridges
KW  - Earthquakes
KW  - Employment
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 106 Statements
KW  - Section 4(f) Statements
KW  - Structural Rehabilitation
KW  - Trails
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Oregon
KW  - Willamette River
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - River and Harbor Act of 1899, Section 9 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132190?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELLWOOD+BRIDGE%2C+SE+TACOMA+STREET+AND+OREGON+STATE+HIGHWAY+43%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.title=SELLWOOD+BRIDGE%2C+SE+TACOMA+STREET+AND+OREGON+STATE+HIGHWAY+43%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CLOVERDALE RANCHERIA OF POMO INDIANS FEE-TO-TRUST AND RESORT CASINO PROJECT, SONOMA COUNTY, CALIFORNIA. [Part 1 of 2]
T2  - CLOVERDALE RANCHERIA OF POMO INDIANS FEE-TO-TRUST AND RESORT CASINO PROJECT, SONOMA COUNTY, CALIFORNIA.
AN  - 873131438; 14553-0_0001
AB  - PURPOSE: The transfer into federal trust of six land parcels containing 69.77 acres for the Cloverdale Rancheria of Pomo Indians and the subsequent development of a destination resort casino in northern Sonoma County, California is proposed. In addition to the trust acquisition for gaming purposes, the proposed action requests approval by the National Indian Gaming Commission (NIGC) of a gaming management contract between the Tribe and its management partners. The project site is within the sphere of influence of the City of Cloverdale and lies immediately east of Highway 101 and borders Asti Road. The proposed trust parcels partially overlap the Tribe's historic Rancheria location. Key issues identified during scoping include those related to socioeconomics, transportation, wastewater treatment and disposal, and water resources. Six alternatives, including a No Action Alternative (Alternative), are considered in this draft EIS. Alternative A, which is the proposed action, would consist of the fee-to-trust transfer of the project site, federal review of the development and management contract, and development of a two-story casino, 287,000 square-foot hotel, convention center, entertainment center, and other ancillary facilities. Parking for patrons and employees would be provided through garage and surface parking. A 20,000 square-foot tribal government building would occupy the southeastern end of the site. Under Alternative B, the casino and hotel facilities would be similar, but reduced in scale. The entertainment center would be the same size as under Alternative A, but no convention center component would be included. Alternative C would further reduce the size of the casino, but the hotel and entertainment center would be the same size as under Alternative B. Alternative D would consist of a casino only. No hotel, convention center, or entertainment center would be developed. Under Alternative E, the project site would be used for development of a commercial real estate and office center with light industrial warehouse space. The NIGC would not review a development and management contract because no gaming component would be included. POSITIVE IMPACTS: The proposed development would assist the Tribe in restoring its trust land base, strengthening tribal governance, achieving economic self sufficiency, providing employment for members, and providing essential services. NEGATIVE IMPACTS: Construction related emissions would be potentially significant, but would not violate federal standards. Operational emissions, primarily from on-road vehicle traffic, would exceed established thresholds for nitrogen oxides, carbon monoxide, and particulate matter. Implementation would result in changes to existing drainage patterns, both on-site and off-site, including the addition of up to 17 acres of new impervious or semi-impervious surfaces. Increased stormwater flows could result in increased discharge to downstream areas with possible increased incidence of flooding or erosion. Implementation of Alternative A would directly impact 22.5 acres of vineyard, 0.58 acres of Coast live oak woodland, 20.18 acres of non-native annual grassland, 0.11 acres of North Coast riparian habitat, and 0.48 acres of seasonal wetland. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.).
JF  - EPA number: 100300, Draft EIS--497 pages and maps, Appendices--CD-ROM, July 30, 2010
PY  - 2010
VL  - 1
KW  - Urban and Social Programs
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Buildings
KW  - Cultural Resources Assessments
KW  - Drainage
KW  - Employment
KW  - Farmlands
KW  - Hotels
KW  - Indian Reservations
KW  - Parking
KW  - Resorts
KW  - Soils
KW  - Traffic Analyses
KW  - Wastewater
KW  - Wastewater Treatment Assessments
KW  - Water Quality
KW  - Water Supply
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131438?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLOVERDALE+RANCHERIA+OF+POMO+INDIANS+FEE-TO-TRUST+AND+RESORT+CASINO+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=CLOVERDALE+RANCHERIA+OF+POMO+INDIANS+FEE-TO-TRUST+AND+RESORT+CASINO+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SELLWOOD BRIDGE, SE TACOMA STREET AND OREGON STATE HIGHWAY 43, MULTNOMAH COUNTY, OREGON. [Part 3 of 3]
T2  - SELLWOOD BRIDGE, SE TACOMA STREET AND OREGON STATE HIGHWAY 43, MULTNOMAH COUNTY, OREGON.
AN  - 873131424; 14548-5_0003
AB  - PURPOSE: The rehabilitation or replacement of the Sellwood Bridge over the Willamette River in Portland, Multnomah County, Oregon is proposed. The bridge connects Southeast Tacoma Street at the east end with Oregon Highway 43 (Southwest Macadam Avenue) at the west end. The existing bridge suffers from inadequate structural integrity; a lack of appropriate seismic resistance; substandard roadway design and pedestrian and bicycle facilities; and inadequate capacity for the level of traffic crossing the river. Seven alternatives, including a No-Build Alternative, which would maintain and repair the existing bridge, are considered in this final EIS. Build Alternative A would rehabilitate the existing structure and add a separate bicycle/pedestrian bridge 300 feet north of the existing bridge; the existing structure would be closed during construction. Alternative B would rehabilitate the existing structure and widen it on the north side; a temporary detour bridge would be provided to keep the river crossing open during construction. Alternative C would replace the existing structure with a double-deck bridge on the existing alignment; the river crossing would be closed during construction. Alternative D would construct a wider replacement bridge on the existing alignment and the river crossing would remain open during construction. Alternative E would replace the existing structure on a new alignment to the north; the river crossing would remain open during construction under. Alternative D Refined is the preferred alternative and would include pedestrian and bicycle facilities and an access roadway footprint to accommodate a future streetcar line. Cost of the No-Build Alternative is estimated in 2012 dollars at $54 million; cost estimates for the build alternatives range from $280 million to $361 million. Construction of a build alternative would require three to four years; a commencement date for the project has not been established. POSITIVE IMPACTS: Rehabilitation of the existing structure would bring its design and engineering closer to contemporary standards of safety and efficiency. Widening or rebuilding the structure would provide for increased capacity and improved roadway geometrics. Water quality in the Willamette River would improve due to improved drainage from the rehabilitated bridge or a replacement structure. From 0.1 to 0.3 acres of noxious weeds would be removed during construction. Build alternatives would employ from 30 to 216 construction workers. NEGATIVE IMPACTS: Right-of-way development would require acquisition of 8.9 to 11.6 acres of land would result in the displacement of one to six residences and nine to 48 businesses, and 3.8 to 4.3 acres of parkland, trail, and other recreational land at five to eight sites. Overall development would result in the loss of 8.8 to 9.6 acres of lowland conifer-hardwood forest, and 0.5 to 0.6 acre of riparian habitat and would disturb 0.1 acre of wetlands and 18.9 to 20.8 acres of wildlife habitat. Three sites eligible for, or already listed in, the National Register of Historic Places would be impacted; Sellwood Bridge is eligible for inclusion in the register; hence, any alteration of the bridge would affect an historically significant structure. Traffic-generated noise would exceed federal standards in the vicinity of 19 to 25 sensitive receptor sites. One church would be affected by an increase in noise levels. Construction workers would encounter six to 10 hazardous waste sites. Under three of the build alternatives, traffic crossing the river at the point of the bridge would be detoured for 24 to 42 months; the No-Build Alternative would require detouring traffic for eight months. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100295, 759 pages, July 30, 2010
PY  - 2010
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-OR-EIS-10-01-F
KW  - Bridges
KW  - Earthquakes
KW  - Employment
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 106 Statements
KW  - Section 4(f) Statements
KW  - Structural Rehabilitation
KW  - Trails
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Oregon
KW  - Willamette River
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - River and Harbor Act of 1899, Section 9 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131424?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELLWOOD+BRIDGE%2C+SE+TACOMA+STREET+AND+OREGON+STATE+HIGHWAY+43%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.title=SELLWOOD+BRIDGE%2C+SE+TACOMA+STREET+AND+OREGON+STATE+HIGHWAY+43%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SELLWOOD BRIDGE, SE TACOMA STREET AND OREGON STATE HIGHWAY 43, MULTNOMAH COUNTY, OREGON. [Part 2 of 3]
T2  - SELLWOOD BRIDGE, SE TACOMA STREET AND OREGON STATE HIGHWAY 43, MULTNOMAH COUNTY, OREGON.
AN  - 873131406; 14548-5_0002
AB  - PURPOSE: The rehabilitation or replacement of the Sellwood Bridge over the Willamette River in Portland, Multnomah County, Oregon is proposed. The bridge connects Southeast Tacoma Street at the east end with Oregon Highway 43 (Southwest Macadam Avenue) at the west end. The existing bridge suffers from inadequate structural integrity; a lack of appropriate seismic resistance; substandard roadway design and pedestrian and bicycle facilities; and inadequate capacity for the level of traffic crossing the river. Seven alternatives, including a No-Build Alternative, which would maintain and repair the existing bridge, are considered in this final EIS. Build Alternative A would rehabilitate the existing structure and add a separate bicycle/pedestrian bridge 300 feet north of the existing bridge; the existing structure would be closed during construction. Alternative B would rehabilitate the existing structure and widen it on the north side; a temporary detour bridge would be provided to keep the river crossing open during construction. Alternative C would replace the existing structure with a double-deck bridge on the existing alignment; the river crossing would be closed during construction. Alternative D would construct a wider replacement bridge on the existing alignment and the river crossing would remain open during construction. Alternative E would replace the existing structure on a new alignment to the north; the river crossing would remain open during construction under. Alternative D Refined is the preferred alternative and would include pedestrian and bicycle facilities and an access roadway footprint to accommodate a future streetcar line. Cost of the No-Build Alternative is estimated in 2012 dollars at $54 million; cost estimates for the build alternatives range from $280 million to $361 million. Construction of a build alternative would require three to four years; a commencement date for the project has not been established. POSITIVE IMPACTS: Rehabilitation of the existing structure would bring its design and engineering closer to contemporary standards of safety and efficiency. Widening or rebuilding the structure would provide for increased capacity and improved roadway geometrics. Water quality in the Willamette River would improve due to improved drainage from the rehabilitated bridge or a replacement structure. From 0.1 to 0.3 acres of noxious weeds would be removed during construction. Build alternatives would employ from 30 to 216 construction workers. NEGATIVE IMPACTS: Right-of-way development would require acquisition of 8.9 to 11.6 acres of land would result in the displacement of one to six residences and nine to 48 businesses, and 3.8 to 4.3 acres of parkland, trail, and other recreational land at five to eight sites. Overall development would result in the loss of 8.8 to 9.6 acres of lowland conifer-hardwood forest, and 0.5 to 0.6 acre of riparian habitat and would disturb 0.1 acre of wetlands and 18.9 to 20.8 acres of wildlife habitat. Three sites eligible for, or already listed in, the National Register of Historic Places would be impacted; Sellwood Bridge is eligible for inclusion in the register; hence, any alteration of the bridge would affect an historically significant structure. Traffic-generated noise would exceed federal standards in the vicinity of 19 to 25 sensitive receptor sites. One church would be affected by an increase in noise levels. Construction workers would encounter six to 10 hazardous waste sites. Under three of the build alternatives, traffic crossing the river at the point of the bridge would be detoured for 24 to 42 months; the No-Build Alternative would require detouring traffic for eight months. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100295, 759 pages, July 30, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-OR-EIS-10-01-F
KW  - Bridges
KW  - Earthquakes
KW  - Employment
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 106 Statements
KW  - Section 4(f) Statements
KW  - Structural Rehabilitation
KW  - Trails
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Oregon
KW  - Willamette River
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - River and Harbor Act of 1899, Section 9 Permits
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SELLWOOD+BRIDGE%2C+SE+TACOMA+STREET+AND+OREGON+STATE+HIGHWAY+43%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.title=SELLWOOD+BRIDGE%2C+SE+TACOMA+STREET+AND+OREGON+STATE+HIGHWAY+43%2C+MULTNOMAH+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 1 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816527092; 14555-100302_0001
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 1
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816527092?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 2 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816527029; 14555-100302_0002
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 2
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816527029?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 19 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526981; 14555-100302_0019
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 19
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 18 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526976; 14555-100302_0018
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 18
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526976?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 17 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526970; 14555-100302_0017
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 17
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526970?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 16 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526950; 14555-100302_0016
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 16
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526950?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 9 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526940; 14555-100302_0009
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 9
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526940?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 3 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526920; 14555-100302_0003
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 3
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526920?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 20 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526881; 14555-100302_0020
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 20
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526881?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 6 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526875; 14555-100302_0006
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 6
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526875?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 15 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526854; 14555-100302_0015
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 15
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526854?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 13 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526846; 14555-100302_0013
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 13
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526846?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 12 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526842; 14555-100302_0012
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 12
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526842?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 8 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526841; 14555-100302_0008
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 8
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526841?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 7 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526837; 14555-100302_0007
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 7
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526837?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 14 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526834; 14555-100302_0014
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 14
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526834?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 5 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526830; 14555-100302_0005
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 5
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526830?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 10 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526827; 14555-100302_0010
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 10
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526827?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 4 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526821; 14555-100302_0004
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 4
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/816526821?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.title=NORTH+FORK+CASINO%2C+NORTH+FORK+RANCHERIA+OF+MONO+INDIANS+FEE-TO-TRUST+AND+CASINO%2FHOTEL+PROJECT%2C+CITY+OF+MADERA%2C+MADERA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA. [Part 11 of 20]
T2  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 816526814; 14555-100302_0011
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
VL  - 11
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CLOVERDALE RANCHERIA OF POMO INDIANS FEE-TO-TRUST AND RESORT CASINO PROJECT, SONOMA COUNTY, CALIFORNIA.
AN  - 755143351; 14553
AB  - PURPOSE: The transfer into federal trust of six land parcels containing 69.77 acres for the Cloverdale Rancheria of Pomo Indians and the subsequent development of a destination resort casino in northern Sonoma County, California is proposed. In addition to the trust acquisition for gaming purposes, the proposed action requests approval by the National Indian Gaming Commission (NIGC) of a gaming management contract between the Tribe and its management partners. The project site is within the sphere of influence of the City of Cloverdale and lies immediately east of Highway 101 and borders Asti Road. The proposed trust parcels partially overlap the Tribe's historic Rancheria location. Key issues identified during scoping include those related to socioeconomics, transportation, wastewater treatment and disposal, and water resources. Six alternatives, including a No Action Alternative (Alternative), are considered in this draft EIS. Alternative A, which is the proposed action, would consist of the fee-to-trust transfer of the project site, federal review of the development and management contract, and development of a two-story casino, 287,000 square-foot hotel, convention center, entertainment center, and other ancillary facilities. Parking for patrons and employees would be provided through garage and surface parking. A 20,000 square-foot tribal government building would occupy the southeastern end of the site. Under Alternative B, the casino and hotel facilities would be similar, but reduced in scale. The entertainment center would be the same size as under Alternative A, but no convention center component would be included. Alternative C would further reduce the size of the casino, but the hotel and entertainment center would be the same size as under Alternative B. Alternative D would consist of a casino only. No hotel, convention center, or entertainment center would be developed. Under Alternative E, the project site would be used for development of a commercial real estate and office center with light industrial warehouse space. The NIGC would not review a development and management contract because no gaming component would be included. POSITIVE IMPACTS: The proposed development would assist the Tribe in restoring its trust land base, strengthening tribal governance, achieving economic self sufficiency, providing employment for members, and providing essential services. NEGATIVE IMPACTS: Construction related emissions would be potentially significant, but would not violate federal standards. Operational emissions, primarily from on-road vehicle traffic, would exceed established thresholds for nitrogen oxides, carbon monoxide, and particulate matter. Implementation would result in changes to existing drainage patterns, both on-site and off-site, including the addition of up to 17 acres of new impervious or semi-impervious surfaces. Increased stormwater flows could result in increased discharge to downstream areas with possible increased incidence of flooding or erosion. Implementation of Alternative A would directly impact 22.5 acres of vineyard, 0.58 acres of Coast live oak woodland, 20.18 acres of non-native annual grassland, 0.11 acres of North Coast riparian habitat, and 0.48 acres of seasonal wetland. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.).
JF  - EPA number: 100300, Draft EIS--497 pages and maps, Appendices--CD-ROM, July 30, 2010
PY  - 2010
KW  - Urban and Social Programs
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Buildings
KW  - Cultural Resources Assessments
KW  - Drainage
KW  - Employment
KW  - Farmlands
KW  - Hotels
KW  - Indian Reservations
KW  - Parking
KW  - Resorts
KW  - Soils
KW  - Traffic Analyses
KW  - Wastewater
KW  - Wastewater Treatment Assessments
KW  - Water Quality
KW  - Water Supply
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CLOVERDALE+RANCHERIA+OF+POMO+INDIANS+FEE-TO-TRUST+AND+RESORT+CASINO+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=CLOVERDALE+RANCHERIA+OF+POMO+INDIANS+FEE-TO-TRUST+AND+RESORT+CASINO+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORTH FORK CASINO, NORTH FORK RANCHERIA OF MONO INDIANS FEE-TO-TRUST AND CASINO/HOTEL PROJECT, CITY OF MADERA, MADERA COUNTY, CALIFORNIA.
AN  - 755143137; 14555
AB  - PURPOSE: The transfer of seven parcels of land, encompassing a total of 305 acres near the city of Madera, Madera County, California, into federal trust is proposed to allow the North Fork Rancheria of Mono Indians to develop a casino/hotel resort and associated infrastructure. In addition to the trust acquisition for gaming purposes, the proposed action would include approval by the National Indian Gaming Commission of a gaming management contract between SC Madera Management, LLC and the tribe. The tribe currently lacks economic development opportunities due to a lack of funds. The tribe has no sustained revenue stream that could be used for capital investment and to provide assistance to disadvantaged tribal members, who rely heavily on federal and state government social services. Five alternatives, including a No Action Alternative (Alternative E), are considered in this final EIS. Under the proposed action (Alternative A), the 305-acre site of the resort complex would be located in southwest Madera County, just north of the city of Madera and adjacent to State Route 99. The casino and hotel resort would include a main gaming hall, food and beverage services, retail space, banquet/meeting space, administrative space, a pool, and a spa. Fifteen food and beverage outlets would be situated in the complex, including a buffet, six bars, three restaurants, and a five-tenant food court. The resort would include a multi-story hotel offering 200 rooms, a pool area, and a spa. Approximately 4,500 parking spaces would be developed on site, including 2,000 spaces within a multi-level structure. Other action alternatives include a reduced-size casino, non-gaming development, and a reduced-size casino on an alternative site east of the proposed site and approximately three miles west of the community of North Fork. POSITIVE IMPACTS: The casino resort would improve the socioeconomic status of the tribe by providing a revenue source that could be used to strengthen the tribal government; fund a variety of social, housing, governmental, administrative, educational, and health and welfare services to improve the quality of life of tribal members; and provide capital for other economic development and investment possibilities. Grading and other land forming measures would improve drainage at the site. Construction activities would employ 2,441 workers, while operational employment would amount to 1,461 workers. Property values of land in the vicinity of the casino/hotel complex would probably increase. NEGATIVE IMPACTS: The project would displace prime farmland. The resort would be located entirely within a 100-year floodplain, reducing floodplain storage capacity. Groundwater immediately below the site would be utilized, possibly resulting in a significant drawdown of the aquifer and, thereby affecting local wells. Increased vehicular traffic on the local roadways and at the site would increase pollutant levels in the area. Demolition of existing structures could result in the dispersion of asbestos. Discharge of tertiary treated waste to Schmidt and Dry creeks could impact aquatic habitat. Construction activities would displace 8.5 acres of seasonal wetlands. The demand for public services would increase significantly, placing stress on available infrastructure; but this impact would be more than mitigated once the complex is established and revenues become substantial. Site development would have to be preceded by removal or neutralization of several hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), and Indian Self-Determination and Education Assistance Act (P.L. 92-638). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0153D, Volume 32, Number 2.
JF  - EPA number: 100302, Final EIS--909 pages and maps, Appendices (Volume I)--1,207 pages and maps, Appendices (Volume II)--1,804 pages, Appendices (Volume III)--1,372 pages, Appendices (Volume IV)--1,156 pages, July 30, 2010
PY  - 2010
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources Surveys
KW  - Demolition
KW  - Employment
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Hotels
KW  - Indian Reservations
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Paleontological Sites
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Wastewater
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - California
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Sacramento, California; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SELLWOOD BRIDGE, SE TACOMA STREET AND OREGON STATE HIGHWAY 43, MULTNOMAH COUNTY, OREGON.
AN  - 755143130; 14548
AB  - PURPOSE: The rehabilitation or replacement of the Sellwood Bridge over the Willamette River in Portland, Multnomah County, Oregon is proposed. The bridge connects Southeast Tacoma Street at the east end with Oregon Highway 43 (Southwest Macadam Avenue) at the west end. The existing bridge suffers from inadequate structural integrity; a lack of appropriate seismic resistance; substandard roadway design and pedestrian and bicycle facilities; and inadequate capacity for the level of traffic crossing the river. Seven alternatives, including a No-Build Alternative, which would maintain and repair the existing bridge, are considered in this final EIS. Build Alternative A would rehabilitate the existing structure and add a separate bicycle/pedestrian bridge 300 feet north of the existing bridge; the existing structure would be closed during construction. Alternative B would rehabilitate the existing structure and widen it on the north side; a temporary detour bridge would be provided to keep the river crossing open during construction. Alternative C would replace the existing structure with a double-deck bridge on the existing alignment; the river crossing would be closed during construction. Alternative D would construct a wider replacement bridge on the existing alignment and the river crossing would remain open during construction. Alternative E would replace the existing structure on a new alignment to the north; the river crossing would remain open during construction under. Alternative D Refined is the preferred alternative and would include pedestrian and bicycle facilities and an access roadway footprint to accommodate a future streetcar line. Cost of the No-Build Alternative is estimated in 2012 dollars at $54 million; cost estimates for the build alternatives range from $280 million to $361 million. Construction of a build alternative would require three to four years; a commencement date for the project has not been established. POSITIVE IMPACTS: Rehabilitation of the existing structure would bring its design and engineering closer to contemporary standards of safety and efficiency. Widening or rebuilding the structure would provide for increased capacity and improved roadway geometrics. Water quality in the Willamette River would improve due to improved drainage from the rehabilitated bridge or a replacement structure. From 0.1 to 0.3 acres of noxious weeds would be removed during construction. Build alternatives would employ from 30 to 216 construction workers. NEGATIVE IMPACTS: Right-of-way development would require acquisition of 8.9 to 11.6 acres of land would result in the displacement of one to six residences and nine to 48 businesses, and 3.8 to 4.3 acres of parkland, trail, and other recreational land at five to eight sites. Overall development would result in the loss of 8.8 to 9.6 acres of lowland conifer-hardwood forest, and 0.5 to 0.6 acre of riparian habitat and would disturb 0.1 acre of wetlands and 18.9 to 20.8 acres of wildlife habitat. Three sites eligible for, or already listed in, the National Register of Historic Places would be impacted; Sellwood Bridge is eligible for inclusion in the register; hence, any alteration of the bridge would affect an historically significant structure. Traffic-generated noise would exceed federal standards in the vicinity of 19 to 25 sensitive receptor sites. One church would be affected by an increase in noise levels. Construction workers would encounter six to 10 hazardous waste sites. Under three of the build alternatives, traffic crossing the river at the point of the bridge would be detoured for 24 to 42 months; the No-Build Alternative would require detouring traffic for eight months. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100295, 759 pages, July 30, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Agency number: FHWA-OR-EIS-10-01-F
KW  - Bridges
KW  - Earthquakes
KW  - Employment
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 106 Statements
KW  - Section 4(f) Statements
KW  - Structural Rehabilitation
KW  - Trails
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Oregon
KW  - Willamette River
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - River and Harbor Act of 1899, Section 9 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 30, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 88 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133308; 14541-8_0088
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 88
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 79 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133303; 14541-8_0079
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 79
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133303?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 77 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133294; 14541-8_0077
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 77
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133294?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 76 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133287; 14541-8_0076
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 76
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133287?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 75 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133275; 14541-8_0075
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 75
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133275?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 66 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133268; 14541-8_0066
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 66
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133268?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 65 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133259; 14541-8_0065
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 65
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133259?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 63 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133224; 14541-8_0063
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 63
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133224?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 59 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133215; 14541-8_0059
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 59
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133215?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 58 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133203; 14541-8_0058
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 58
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133203?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 57 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133195; 14541-8_0057
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 57
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133195?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 53 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133189; 14541-8_0053
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 53
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133189?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 47 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873133178; 14541-8_0047
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 47
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133178?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 51 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132974; 14541-8_0051
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 51
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132974?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 50 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132968; 14541-8_0050
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 50
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132968?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 39 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132954; 14541-8_0039
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 39
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132954?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 38 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132946; 14541-8_0038
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 38
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132946?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 37 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132939; 14541-8_0037
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 37
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132939?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 36 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132928; 14541-8_0036
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 36
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132928?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 46 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132921; 14541-8_0046
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 46
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132921?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 6 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132918; 14541-8_0006
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 6
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132918?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 26 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132913; 14541-8_0026
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 26
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132913?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-02-01&rft.volume=122&rft.issue=1&rft.spage=73&rft.isbn=&rft.btitle=&rft.title=The+Quarterly+Journal+of+Economics&rft.issn=00335533&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 5 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132909; 14541-8_0005
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 5
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132909?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 25 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132905; 14541-8_0025
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 25
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132905?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 35 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132900; 14541-8_0035
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 35
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132900?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 24 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132899; 14541-8_0024
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 24
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132899?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 4 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132898; 14541-8_0004
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 4
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132898?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 23 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132885; 14541-8_0023
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 23
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132885?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 34 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132884; 14541-8_0034
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 34
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132884?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 22 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132868; 14541-8_0022
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 22
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132868?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabiglobal&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=World+Health+Organization.+Bulletin+of+the+World+Health+Organization&rft.atitle=IgG4+responses+to+antigens+of+adult+Necator+americanus%3A+Potential+for+use+in+large-scale+epidemiological+studies&rft.au=Palmer%2C+D+R%3BBradley%2C+M%3BBundy%2C+D+A&rft.aulast=Palmer&rft.aufirst=D&rft.date=1996-07-01&rft.volume=74&rft.issue=4&rft.spage=381&rft.isbn=&rft.btitle=&rft.title=World+Health+Organization.+Bulletin+of+the+World+Health+Organization&rft.issn=00429686&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 33 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132867; 14541-8_0033
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 33
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132867?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 21 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132860; 14541-8_0021
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 21
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132860?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 11 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132853; 14541-8_0011
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 11
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132853?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 3 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132847; 14541-8_0003
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 3
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132847?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 2 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132835; 14541-8_0002
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 2
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132835?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 10 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132824; 14541-8_0010
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 10
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132824?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 9 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132795; 14541-8_0009
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 9
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132795?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 78 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132526; 14541-8_0078
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 78
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132526?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 74 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132304; 14541-8_0074
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 74
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132304?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 73 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132290; 14541-8_0073
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 73
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132290?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 70 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132283; 14541-8_0070
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 70
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132283?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 67 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132278; 14541-8_0067
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 67
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132278?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 62 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132265; 14541-8_0062
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 62
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132265?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 60 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132256; 14541-8_0060
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 60
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132256?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 52 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873132246; 14541-8_0052
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 52
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132246?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 82 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131595; 14541-8_0082
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 82
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131595?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 69 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131582; 14541-8_0069
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 69
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131582?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 68 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131567; 14541-8_0068
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 68
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131567?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 64 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131550; 14541-8_0064
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 64
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131550?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 61 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131536; 14541-8_0061
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 61
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131536?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 54 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131529; 14541-8_0054
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 54
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131529?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 94 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131410; 14541-8_0094
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 94
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131410?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 32 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131391; 14541-8_0032
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 32
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131391?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 31 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131377; 14541-8_0031
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 31
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131377?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 30 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131367; 14541-8_0030
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 30
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131367?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 49 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131366; 14541-8_0049
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 49
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131366?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 29 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131356; 14541-8_0029
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 29
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131356?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 48 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131353; 14541-8_0048
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 48
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131353?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 28 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131345; 14541-8_0028
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 28
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131345?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 27 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131341; 14541-8_0027
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 27
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131341?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 17 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131339; 14541-8_0017
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 17
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131339?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 14 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131324; 14541-8_0014
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 14
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131324?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 16 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131321; 14541-8_0016
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 16
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131321?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 15 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131314; 14541-8_0015
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 15
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131314?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 13 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131309; 14541-8_0013
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 13
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131309?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 12 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131303; 14541-8_0012
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 12
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131303?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 1 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873131280; 14541-8_0001
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 1
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131280?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 8 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873130865; 14541-8_0008
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 8
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130865?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 7 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873130842; 14541-8_0007
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 7
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130842?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 83 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873130838; 14541-8_0083
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 83
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130838?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 56 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873130812; 14541-8_0056
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 56
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130812?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 55 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873130783; 14541-8_0055
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 55
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130783?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 92 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129872; 14541-8_0092
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 92
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129872?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 91 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129845; 14541-8_0091
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 91
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129845?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 85 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129824; 14541-8_0085
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 85
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129824?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 81 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129811; 14541-8_0081
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 81
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129811?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 90 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129809; 14541-8_0090
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 90
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129809?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 80 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129782; 14541-8_0080
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 80
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 89 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129770; 14541-8_0089
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 89
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129770?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - TRUNK HIGHWAY 23 AND U.S. HIGHWAY 71, DOVRE TOWNSHIP, KANDIYOHI COUNTY, MINNESOTA. [Part 1 of 1]
T2  - TRUNK HIGHWAY 23 AND U.S. HIGHWAY 71, DOVRE TOWNSHIP, KANDIYOHI COUNTY, MINNESOTA.
AN  - 873129761; 14543-0_0001
AB  - PURPOSE: The construction of one or more grade-separated bridge crossings of Trunk Highway 23 and U.S. 71 in the Dovre Township of Kandiyohi County, Minnesota is proposed. The 3.5-mile study corridor extends from the Highway 294 and Highway 23/71 divergence, approximately 0.5 mile north of the Civic Center Drive interchange, to the divergence of Highway 23 and Highway 71 in the Dovre Township, northeast of the city of Willmar. Highway 23 is a principal northeast-southwest trunk highway serving as a diagonal route between Interstate 35 (I-35) at Sandstone and I-90 in Rock County. Highway 71 is a north-south component of the National Highway System connecting communities in west-central Minnesota, from International Falls to the Iowa border south of Jackson. Both of the highways connect citizens and communities to jobs, retail centers, and recreational destinations. This condensed final EIS considers a No-Build Alternative, four freeway build alternatives, and four alternatives addressing access to the freeway from Twenty-sixth Street Northeast, by which several private properties and users of Point Lake reach Highway 23/71. The freeway build alternatives would result in the closure of all at-grade access and the construction of either one or two interchanges. The preferred two-interchange option (Alternative 2B) would place interchanges at relocated County Road (CR) 90 (South alignment) and County State Aid Highway (CSAH) 25. The single-interchange option would place an interchange at CR 90 and close at-grade access to Highway 23/71 at CSAH 25. Four design options to remedy the closure of access to Highway 23/71 from Twenty-sixth Street Northeast are also considered. Under the preferred option (Access Alternative N2), a local roadway would provide access to CSAH 27 from Twenty-sixth Street Northeast and reestablish access to developments along the north shore of Point Lake. Other access management improvements would include street, driveway, and median closures. Connecting adjacent frontage roads and local roadway improvements would also be incorporated. Estimated total cost of the project is $25 million. POSITIVE IMPACTS: By removing local street access from Highway 23/71, the project would improve operational efficiency of the facility, reducing congestion and the potential for vehicular collisions and improving air quality within the corridor. The new interchanges and Twenty-sixth Street connector would ensure safe local access to the improved facility. NEGATIVE IMPACTS: Implementation of the preferred alternatives would require 51.6 acres of new right-of-way and would impact 17 acres of farmland, 2.64 acres of wetlands as well as parkland and recreational land. Highway development would also require the relocation of two residences and two businesses. Utilities would also require relocation. Addition of impervious surface within the construction zones would result in higher peak flows at culvert crossings and affect water quality in Hawk Creek and Point, Eagle, Swan, and Skataas lakes. Several sensitive receptor sites would experience traffic generated noise in excess of federal standards. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0213D, Volume 32, Number 2.
JF  - EPA number: 100290, Final EIS--111 pages and maps, Draft EIS--CD-ROM, July 28, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Lakes
KW  - Noise Standards Violations
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Recreation Resources
KW  - Roads
KW  - Safety
KW  - Transportation
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+23+AND+U.S.+HIGHWAY+71%2C+DOVRE+TOWNSHIP%2C+KANDIYOHI+COUNTY%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+23+AND+U.S.+HIGHWAY+71%2C+DOVRE+TOWNSHIP%2C+KANDIYOHI+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 20 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129702; 14541-8_0020
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 20
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 87 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129683; 14541-8_0087
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 87
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129683?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 72 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129655; 14541-8_0072
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 72
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129655?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 86 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129636; 14541-8_0086
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 86
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129636?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 71 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129618; 14541-8_0071
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 71
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129618?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 45 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129592; 14541-8_0045
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 45
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129592?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 84 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129408; 14541-8_0084
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 84
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129408?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 93 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873129142; 14541-8_0093
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 93
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129142?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 19 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873128110; 14541-8_0019
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 19
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128110?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 18 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873128098; 14541-8_0018
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 18
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128098?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 42 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873128073; 14541-8_0042
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 42
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128073?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 41 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873128066; 14541-8_0041
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 41
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128066?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 40 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873128058; 14541-8_0040
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 40
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873128058?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 44 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873127852; 14541-8_0044
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 44
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127852?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON. [Part 43 of 94]
T2  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 873127844; 14541-8_0043
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
VL  - 43
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127844?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.title=CASCADE+LOCKS+RESORT+AND+CASINO+PROJECT%2C+CONFEDERATED+TRIBES+OF+THE+WARM+SPRINGS+RESERVATION+OF+OREGON%2C+HOOD+RIVER+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CASCADE LOCKS RESORT AND CASINO PROJECT, CONFEDERATED TRIBES OF THE WARM SPRINGS RESERVATION OF OREGON, HOOD RIVER COUNTY, OREGON.
AN  - 755143350; 14541
AB  - PURPOSE: The fee-to-trust transfer of 25 acres of land within the city of Cascade Locks, Oregon is proposed to allow the Confederated Tribes of the Warm Springs Reservation of Oregon to develop a resort and casino. The tribe faces serious difficulties caused by steadily declining tribal revenues, shrinking tribal budgets, and a rapidly growing and youthful tribal population with significant unmet social and economic needs, including health care, housing, education, employment, and job skills training. The tribe's "adjusted governmental needs" unmet by current revenues amount to $26 million per year. Four alternatives, including a No Action Alternative, are evaluated in this final EIS. Under the proposed action, the 25-acre tract, which is part of a 120-acre tract zoned for industrial land uses located at the eastern edge of Cascade Locks, would be enlarged via the leasing by the tribe of 35 acres of contiguous land from the Port of Cascade Locks. Initial plans for the destination resort and casino would provide for a 90,000-square-foot gaming casino, 250-room hotel, meeting and convention facility, spa and fitness center, retail shops, a cultural and interpretive center, child program center, and a variety of dining options. The resort and casino building would be located entirely on the 25-acre fee-to-trust parcel. Parking would be provided for 3,700 vehicles in a three-story garage and in surface lots. To provide adequate access to the resort, the tribe would also construct a new interchange on Interstate 84 (I-84) near the existing Forest Lane overpass of I-84. Once the new casino was operational, the tribe would discontinue operations at its Kah-Nee-Ta Casino on the Warm Springs Reservation. The other two action alternatives under consideration are: 1) the development of a casino on 40 acres of the tribe's trust land east of the city of Hood River in Hood River County and 2) the development of a casino on a 36-acre site within the existing Warm Springs Indian Reservation along US Highway 26. POSITIVE IMPACTS: Financial projections indicate that the Cascade Locks Resort and Casino would allow the tribe to meets its tribal government needs within three years of opening and, in the following years, to provide financial resources to allow existing tribal enterprises to expand and new ventures to be developed. The resort would create over 2,000 jobs in the region. Transportation improvements associated with the resort would contribute to the improvement of the city circulation system by providing direct access to the port authority's industrial park. The tribe would grant the state of Oregon a perpetual conservation easement to the tribe's Hood River trust and fee lands, which lie within the Columbia River Gorge National Scenic Area, thereby protecting these lands and the associated scenic, biological, and cultural resources from development. NEGATIVE IMPACTS: Implementation of the proposed action would cause no significant impacts at the resort site as the site is already extensively developed for industrial uses. New road construction would affect a 1,400-foot section of the Historic Columbia River Highway. Construction noise could temporarily disturb bald eagle foraging habitat along the Columbia River shoreline and over adjacent water areas. The resort and associated infrastructure project would degrade visual resources in a scenic area somewhat, with the greatest visual impact resulting from the freeway interchange. Visual impacts would also result from the removal of mature trees in the interchange area. LEGAL MANDATES: Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.), Indian Self-Determination and Education Assistance Act (P.L. 92-638), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0152D, Volume 32, Number 2.
JF  - EPA number: 100288, Final EIS (Volume 1)--555 pages, Appendices (Volume 2)--504 pages, Appendices (Volume 3)--467 pages, July 28, 2010
PY  - 2010
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Biologic Assessments
KW  - Birds
KW  - Conservation
KW  - Easements
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hotels
KW  - Industrial Parks
KW  - Land Acquisitions
KW  - Noise Assessments
KW  - Parking
KW  - Property Disposition
KW  - Resorts
KW  - Rivers
KW  - Scenic Areas
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Visual Resources
KW  - Wildlife Surveys
KW  - Columbia River Gorge National Scenic Area
KW  - Oregon
KW  - Indian Gaming Regulatory Act, Compliance
KW  - Indian Self-Determination and Education Assistance Act, Compliance
KW  - National Historic Preservation Act of 1966, Historic Sites
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Indian Affairs, Portland, Oregon; DOI
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - TRUNK HIGHWAY 23 AND U.S. HIGHWAY 71, DOVRE TOWNSHIP, KANDIYOHI COUNTY, MINNESOTA.
AN  - 755143312; 14543
AB  - PURPOSE: The construction of one or more grade-separated bridge crossings of Trunk Highway 23 and U.S. 71 in the Dovre Township of Kandiyohi County, Minnesota is proposed. The 3.5-mile study corridor extends from the Highway 294 and Highway 23/71 divergence, approximately 0.5 mile north of the Civic Center Drive interchange, to the divergence of Highway 23 and Highway 71 in the Dovre Township, northeast of the city of Willmar. Highway 23 is a principal northeast-southwest trunk highway serving as a diagonal route between Interstate 35 (I-35) at Sandstone and I-90 in Rock County. Highway 71 is a north-south component of the National Highway System connecting communities in west-central Minnesota, from International Falls to the Iowa border south of Jackson. Both of the highways connect citizens and communities to jobs, retail centers, and recreational destinations. This condensed final EIS considers a No-Build Alternative, four freeway build alternatives, and four alternatives addressing access to the freeway from Twenty-sixth Street Northeast, by which several private properties and users of Point Lake reach Highway 23/71. The freeway build alternatives would result in the closure of all at-grade access and the construction of either one or two interchanges. The preferred two-interchange option (Alternative 2B) would place interchanges at relocated County Road (CR) 90 (South alignment) and County State Aid Highway (CSAH) 25. The single-interchange option would place an interchange at CR 90 and close at-grade access to Highway 23/71 at CSAH 25. Four design options to remedy the closure of access to Highway 23/71 from Twenty-sixth Street Northeast are also considered. Under the preferred option (Access Alternative N2), a local roadway would provide access to CSAH 27 from Twenty-sixth Street Northeast and reestablish access to developments along the north shore of Point Lake. Other access management improvements would include street, driveway, and median closures. Connecting adjacent frontage roads and local roadway improvements would also be incorporated. Estimated total cost of the project is $25 million. POSITIVE IMPACTS: By removing local street access from Highway 23/71, the project would improve operational efficiency of the facility, reducing congestion and the potential for vehicular collisions and improving air quality within the corridor. The new interchanges and Twenty-sixth Street connector would ensure safe local access to the improved facility. NEGATIVE IMPACTS: Implementation of the preferred alternatives would require 51.6 acres of new right-of-way and would impact 17 acres of farmland, 2.64 acres of wetlands as well as parkland and recreational land. Highway development would also require the relocation of two residences and two businesses. Utilities would also require relocation. Addition of impervious surface within the construction zones would result in higher peak flows at culvert crossings and affect water quality in Hawk Creek and Point, Eagle, Swan, and Skataas lakes. Several sensitive receptor sites would experience traffic generated noise in excess of federal standards. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0213D, Volume 32, Number 2.
JF  - EPA number: 100290, Final EIS--111 pages and maps, Draft EIS--CD-ROM, July 28, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Lakes
KW  - Noise Standards Violations
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Recreation Resources
KW  - Roads
KW  - Safety
KW  - Transportation
KW  - Wetlands
KW  - Minnesota
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Final. Preparation date: July 28, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 23 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873134147; 14539-6_0023
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 23
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 22 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873134145; 14539-6_0022
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 22
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 21 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873134141; 14539-6_0021
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 21
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 3 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873134138; 14539-6_0003
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 3
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134138?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 2 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873134134; 14539-6_0002
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134134?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 12 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873134059; 14539-6_0012
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 12
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134059?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 11 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873134057; 14539-6_0011
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 11
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134057?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 7 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873133811; 14539-6_0007
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 7
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133811?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 1 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873133807; 14539-6_0001
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 1
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133807?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 5 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873133512; 14539-6_0005
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 5
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133512?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 4 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873133505; 14539-6_0004
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 4
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133505?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 69 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132504; 14539-6_0069
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 69
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132504?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 59 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132497; 14539-6_0059
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 59
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132497?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 58 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132491; 14539-6_0058
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 58
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132491?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 57 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132479; 14539-6_0057
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 57
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132479?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 50 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132469; 14539-6_0050
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 50
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132469?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 20 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132463; 14539-6_0020
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 20
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132463?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 49 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132450; 14539-6_0049
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 49
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132450?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 6 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132444; 14539-6_0006
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 6
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132444?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 48 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132433; 14539-6_0048
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 48
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132433?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 43 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132422; 14539-6_0043
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 43
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132422?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 42 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132411; 14539-6_0042
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 42
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132411?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 41 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132397; 14539-6_0041
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 41
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132397?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 38 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132385; 14539-6_0038
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 38
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132385?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 37 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132377; 14539-6_0037
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 37
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132377?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 36 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132364; 14539-6_0036
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 36
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132364?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 33 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132352; 14539-6_0033
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 33
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132352?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 32 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132347; 14539-6_0032
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 32
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132347?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 31 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132335; 14539-6_0031
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 31
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132335?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 68 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132179; 14539-6_0068
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 68
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132179?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 67 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132166; 14539-6_0067
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 67
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132166?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 66 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132158; 14539-6_0066
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 66
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132158?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 53 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132148; 14539-6_0053
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 53
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132148?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 52 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132132; 14539-6_0052
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 52
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132132?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 51 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132121; 14539-6_0051
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 51
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132121?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 40 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132097; 14539-6_0040
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 40
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132097?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 39 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873132084; 14539-6_0039
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 39
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132084?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 10 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131976; 14539-6_0010
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 10
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131976?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 9 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131969; 14539-6_0009
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 9
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131969?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 8 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131965; 14539-6_0008
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 8
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131965?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 65 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131924; 14539-6_0065
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 65
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131924?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 64 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131918; 14539-6_0064
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 64
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131918?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 63 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131913; 14539-6_0063
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 63
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131913?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 56 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131900; 14539-6_0056
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 56
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131900?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 55 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131893; 14539-6_0055
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 55
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131893?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 54 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131877; 14539-6_0054
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 54
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131877?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 47 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131863; 14539-6_0047
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 47
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131863?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 35 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131853; 14539-6_0035
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 35
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131853?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 34 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131840; 14539-6_0034
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 34
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131840?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 46 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131599; 14539-6_0046
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 46
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131599?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 45 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131587; 14539-6_0045
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 45
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131587?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 44 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131578; 14539-6_0044
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 44
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131578?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 30 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131566; 14539-6_0030
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 30
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131566?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 29 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131552; 14539-6_0029
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 29
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131552?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 62 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131386; 14539-6_0062
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 62
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131386?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 61 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131370; 14539-6_0061
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 61
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131370?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 60 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131354; 14539-6_0060
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 60
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131354?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 71 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131211; 14539-6_0071
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 71
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131211?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 70 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873131192; 14539-6_0070
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 70
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131192?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 15 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130983; 14539-6_0015
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 15
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130983?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 14 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130972; 14539-6_0014
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 14
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130972?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 13 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130847; 14539-6_0013
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 13
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130847?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 19 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130802; 14539-6_0019
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 19
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130802?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 18 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130786; 14539-6_0018
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 18
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130786?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 17 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130410; 14539-6_0017
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 17
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130410?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 16 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130383; 14539-6_0016
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 16
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130383?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 28 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130150; 14539-6_0028
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 28
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130150?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 27 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130138; 14539-6_0027
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 27
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130138?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 26 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873130123; 14539-6_0026
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 26
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130123?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 25 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873129802; 14539-6_0025
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 25
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129802?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA. [Part 24 of 71]
T2  - MARK CLARK EXPRESSWAY, FROM THE INTERCHANGE AT I-526 AND U.S. 17 TO THE JAMES ISLAND CONNECTOR, CHARLESTON COUNTY, SOUTH CAROLINA.
AN  - 873129772; 14539-6_0024
AB  - PURPOSE: The construction of a seven-mile portion of the Mark Clark Expressway (Interstate 526) from U.S. 17 (Savannah Highway) to the James Island Connector at Folly Road, Charleston County, South Carolina is proposed. The study area encompasses the majority of the existing roadway network in West Ashley, Johns Island, and James Island west of the Charleston peninsula where studies show that traffic volumes on 55 percent of the main thoroughfares exceed capacity during peak hours. Since the early 1970's, the original plan for the Mark Clark Expressway proposed a Charleston Inner Belt Freeway and portions of the expressway were constructed in the 1980's and early 1990's. The proposed multi-lane, controlled-access roadway would include two bridges over the Stono River. Two typical sections were developed for the reasonable alternatives of this project, an interstate facility and a parkway facility. The interstate facility would consist of a controlled-access, four-lane highway divided with a concrete barrier median on a 250-foot right of way with a posted speed of 55 miles per hour (mph). The parkway facility would have four lanes and a posted speed of 35 to 45 mph, but would be divided by a 15-foot center median and include a multi-use path for its entire length. Eight alternatives, including a No Build Alternative, are evaluated in this draft EIS. Mass transit and transportation system management alternatives are also evaluated, but are not considered reasonable. Under the preferred alternative (Alternative G), a four-lane parkway with design speeds of 45 mph would extend 7.9 miles, with an additional 1.6 miles of connector roads, for a total length of 9.5 miles with 4.5 miles on structure and one crossing of the Atlantic Intracoastal Waterway. The remaining portions of the parkway would be at ground level, with a 15-foot wide raised planted median. A proposed interchange at U.S. 17 would be a single point urban interchange. Access to Johns Island would be provided by two limited-control access roads that would connect with the parkway at T-intersections to the north and south of Maybank Highway. On James Island, connections to the local road network would be provided at Riverland Drive, Riley Road, and Up on the Hill Road. The estimated cost for Alternative G is $489 million in 2009 dollars. POSITIVE IMPACTS: A completed project would increase the capacity of the regional transportation system, improve safety, and enhance mobility to and from the West Ashley, Johns Island, and James Island areas near Charleston. NEGATIVE IMPACTS: Implementation of the preferred alternative would require fill in 17.4 acres of wetlands and impact 939 linear feet of stream and 132.1 acres of floodplains. Relocation of 22 residences and four businesses would be required. Right-of-way acquisition would bridge over the West Ashley Greenway, require portions of the James Island County Park, and impact the Fenwick Hall Historic District and one archaeological site. Noise levels would approach or exceed noise abatement criteria for 134 receptors. Construction workers would encounter eight hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 100286, Draft EIS--647 pages and maps, Appendices (Volume I)--820 pages and maps, Appendices (Volume II)--525 pages and maps, July 27, 2010
PY  - 2010
VL  - 24
KW  - Roads and Railroads
KW  - Bridges
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - South Carolina
KW  - Stono River
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - River and Harbor Act of 1899, Section 9 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129772?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.title=MARK+CLARK+EXPRESSWAY%2C+FROM+THE+INTERCHANGE+AT+I-526+AND+U.S.+17+TO+THE+JAMES+ISLAND+CONNECTOR%2C+CHARLESTON+COUNTY%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 27, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 380 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873135312; 14534-1_0380
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 380
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873135312?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 378 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134974; 14534-1_0378
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 378
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134974?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 367 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134915; 14534-1_0367
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 367
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134915?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 394 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134889; 14534-1_0394
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 394
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134889?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 363 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134865; 14534-1_0363
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 363
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134865?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 387 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134739; 14534-1_0387
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 387
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134739?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 376 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134712; 14534-1_0376
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 376
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134712?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 385 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134690; 14534-1_0385
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 385
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134690?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 377 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134660; 14534-1_0377
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 377
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134660?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 293 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134593; 14534-1_0293
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 293
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 374 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134535; 14534-1_0374
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 374
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 375 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134512; 14534-1_0375
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 375
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134512?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 285 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134468; 14534-1_0285
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 285
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134468?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 372 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134442; 14534-1_0372
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 372
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134442?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 284 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134435; 14534-1_0284
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 284
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 368 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134405; 14534-1_0368
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 368
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134405?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 237 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134366; 14534-1_0237
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 237
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 195 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134334; 14534-1_0195
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 195
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134334?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 424 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134332; 14534-1_0424
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 424
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134332?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 193 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134300; 14534-1_0193
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 193
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134300?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 423 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134298; 14534-1_0423
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 423
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134298?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 422 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134279; 14534-1_0422
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 422
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134279?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 190 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134278; 14534-1_0190
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 190
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134278?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 188 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134264; 14534-1_0188
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 188
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 420 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134240; 14534-1_0420
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 420
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 330 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134223; 14534-1_0330
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 330
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 119 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134222; 14534-1_0119
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 119
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 366 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134215; 14534-1_0366
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 366
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134215?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 369 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134203; 14534-1_0369
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 369
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 114 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134195; 14534-1_0114
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 114
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134195?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 443 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134193; 14534-1_0443
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 443
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134193?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 324 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134192; 14534-1_0324
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 324
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134192?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 440 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134191; 14534-1_0440
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 440
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134191?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 112 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134190; 14534-1_0112
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 112
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 397 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134189; 14534-1_0397
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 397
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 441 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134185; 14534-1_0441
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 441
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134185?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=University+of+Hawaii+Working+Papers+in+Linguistics&rft.atitle=The+limitations+of+contrastive+analysis+predictions&rft.au=Gradman%2C+Harry+L&rft.aulast=Gradman&rft.aufirst=Harry&rft.date=1971-04-01&rft.volume=3&rft.issue=4&rft.spage=11&rft.isbn=&rft.btitle=&rft.title=University+of+Hawaii+Working+Papers+in+Linguistics&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 54 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134184; 14534-1_0054
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 54
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134184?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 322 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134179; 14534-1_0322
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 322
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134179?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 396 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134178; 14534-1_0396
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 396
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134178?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 435 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134177; 14534-1_0435
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 435
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 51 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134172; 14534-1_0051
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 51
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 358 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134167; 14534-1_0358
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 358
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 364 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134163; 14534-1_0364
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 364
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 47 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134162; 14534-1_0047
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 47
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 280 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134160; 14534-1_0280
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 280
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 45 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134150; 14534-1_0045
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 45
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134150?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 345 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134149; 14534-1_0345
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 345
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134149?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 356 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134143; 14534-1_0356
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 356
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134143?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 344 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134133; 14534-1_0344
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 344
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134133?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 335 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134130; 14534-1_0335
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 335
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134130?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 277 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134127; 14534-1_0277
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 277
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134127?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 355 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134126; 14534-1_0355
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 355
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 178 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134124; 14534-1_0178
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 178
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 275 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134111; 14534-1_0275
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 275
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134111?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 334 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134107; 14534-1_0334
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 334
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134107?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 616 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134104; 14534-1_0616
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 616
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134104?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 577 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134096; 14534-1_0577
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 577
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134096?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 274 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134094; 14534-1_0274
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 274
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134094?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 294 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134087; 14534-1_0294
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 294
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134087?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 615 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134086; 14534-1_0615
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 615
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134086?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 331 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134083; 14534-1_0331
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 331
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134083?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 181 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134080; 14534-1_0181
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 181
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 273 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134079; 14534-1_0273
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 273
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134079?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 360 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134077; 14534-1_0360
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 360
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134077?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 613 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134072; 14534-1_0613
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 613
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134072?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 339 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134070; 14534-1_0339
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 339
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134070?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 408 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134068; 14534-1_0408
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 408
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134068?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 272 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134067; 14534-1_0272
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 272
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134067?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 174 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134066; 14534-1_0174
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 174
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 288 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134064; 14534-1_0288
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 288
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134064?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 281 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134061; 14534-1_0281
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 281
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 176 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134060; 14534-1_0176
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 176
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134060?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 612 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134056; 14534-1_0612
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 612
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134056?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 271 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134054; 14534-1_0271
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 271
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134054?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 407 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134050; 14534-1_0407
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 407
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134050?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 580 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134044; 14534-1_0580
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 580
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134044?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 243 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134039; 14534-1_0243
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 243
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134039?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 270 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134036; 14534-1_0270
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 270
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 161 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134035; 14534-1_0161
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 161
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134035?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 406 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134029; 14534-1_0406
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 406
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 230 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134024; 14534-1_0230
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 230
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134024?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 405 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134020; 14534-1_0405
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 405
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134020?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 588 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134019; 14534-1_0588
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 588
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134019?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 160 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134014; 14534-1_0160
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 160
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134014?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 404 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134009; 14534-1_0404
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 404
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134009?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 586 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134002; 14534-1_0586
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 586
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134002?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 309 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873134000; 14534-1_0309
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 309
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873134000?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 238 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133998; 14534-1_0238
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 238
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 159 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133996; 14534-1_0159
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 159
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 226 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133994; 14534-1_0226
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 226
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133994?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 166 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133992; 14534-1_0166
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 166
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133992?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 164 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133983; 14534-1_0164
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 164
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133983?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 519 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133979; 14534-1_0519
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 519
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133979?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 514 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133964; 14534-1_0514
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 514
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133964?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 96 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133962; 14534-1_0096
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 96
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133962?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 223 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133960; 14534-1_0223
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 223
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 185 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133959; 14534-1_0185
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 185
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133959?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 579 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133956; 14534-1_0579
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 579
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 510 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133950; 14534-1_0510
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 510
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133950?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 104 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133945; 14534-1_0104
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 104
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133945?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 222 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133942; 14534-1_0222
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 222
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133942?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 258 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133940; 14534-1_0258
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 258
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133940?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 120 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133935; 14534-1_0120
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 120
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133935?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 95 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133933; 14534-1_0095
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 95
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133933?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 221 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133929; 14534-1_0221
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 221
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 257 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133928; 14534-1_0257
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 257
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133928?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 303 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133926; 14534-1_0303
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 303
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 341 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133925; 14534-1_0341
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 341
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133925?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 457 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133923; 14534-1_0457
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 457
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133923?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 115 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133921; 14534-1_0115
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 115
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133921?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 256 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133920; 14534-1_0256
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 256
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133920?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 102 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133919; 14534-1_0102
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 102
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133919?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 220 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133918; 14534-1_0220
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 220
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133918?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 353 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133916; 14534-1_0353
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 353
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 92 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133914; 14534-1_0092
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 92
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133914?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 255 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133907; 14534-1_0255
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 255
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 156 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133905; 14534-1_0156
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 156
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133905?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 581 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133903; 14534-1_0581
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 581
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133903?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 111 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133901; 14534-1_0111
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 111
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133901?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 452 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133900; 14534-1_0452
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 452
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133900?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 564 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133898; 14534-1_0564
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 564
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133898?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 249 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133895; 14534-1_0249
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 249
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133895?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 436 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133894; 14534-1_0436
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 436
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133894?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 97 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133892; 14534-1_0097
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 97
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133892?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 99 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133891; 14534-1_0099
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 99
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 254 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133889; 14534-1_0254
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 254
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133889?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 434 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133881; 14534-1_0434
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 434
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133881?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 570 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133879; 14534-1_0570
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 570
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133879?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 208 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133875; 14534-1_0208
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 208
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133875?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 575 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133873; 14534-1_0575
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 575
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133873?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 393 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133866; 14534-1_0393
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 393
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133866?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 565 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133862; 14534-1_0565
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 565
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 432 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133861; 14534-1_0432
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 432
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133861?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 52 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133860; 14534-1_0052
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 52
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 207 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133858; 14534-1_0207
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 207
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133858?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 349 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133855; 14534-1_0349
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 349
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133855?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 152 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133853; 14534-1_0152
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 152
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133853?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 574 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133852; 14534-1_0574
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 574
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133852?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 163 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133849; 14534-1_0163
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 163
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133849?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 560 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133846; 14534-1_0560
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 560
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133846?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 390 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133842; 14534-1_0390
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 390
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 206 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133838; 14534-1_0206
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 206
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133838?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 348 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133833; 14534-1_0348
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 348
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 151 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133830; 14534-1_0151
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 151
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133830?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 573 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133829; 14534-1_0573
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 573
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133829?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 50 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133821; 14534-1_0050
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 50
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133821?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 388 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133820; 14534-1_0388
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 388
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133820?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 205 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133814; 14534-1_0205
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 205
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133814?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 200 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133799; 14534-1_0200
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 200
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133799?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 502 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133798; 14534-1_0502
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 502
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133798?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 498 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133786; 14534-1_0498
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 498
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133786?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 172 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133781; 14534-1_0172
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 172
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 94 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133777; 14534-1_0094
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 94
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133777?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 383 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133775; 14534-1_0383
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 383
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133775?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 135 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133774; 14534-1_0135
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 135
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133774?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 569 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133770; 14534-1_0569
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 569
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133770?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 199 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133767; 14534-1_0199
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 199
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133767?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 598 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133765; 14534-1_0598
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 598
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133765?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 148 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133759; 14534-1_0148
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 148
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133759?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 291 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133753; 14534-1_0291
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 291
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133753?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 568 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133751; 14534-1_0568
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 568
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 562 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133748; 14534-1_0562
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 562
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133748?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 136 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133741; 14534-1_0136
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 136
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133741?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 595 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133739; 14534-1_0595
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 595
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133739?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 289 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133736; 14534-1_0289
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 289
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133736?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 499 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133735; 14534-1_0499
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 499
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133735?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 567 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133733; 14534-1_0567
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 567
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133733?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 91 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133728; 14534-1_0091
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 91
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 132 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133726; 14534-1_0132
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 132
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 505 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133722; 14534-1_0505
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 505
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 240 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133719; 14534-1_0240
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 240
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133719?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 126 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133716; 14534-1_0126
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 126
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 593 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133715; 14534-1_0593
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 593
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133715?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 131 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133712; 14534-1_0131
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 131
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133712?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 90 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133711; 14534-1_0090
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 90
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133711?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 504 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133704; 14534-1_0504
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 504
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133704?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 171 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133699; 14534-1_0171
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 171
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 234 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133695; 14534-1_0234
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 234
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133695?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 67 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133694; 14534-1_0067
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 67
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 525 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133684; 14534-1_0525
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 525
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133684?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 86 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133681; 14534-1_0086
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 86
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133681?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 194 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133677; 14534-1_0194
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 194
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133677?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 65 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133665; 14534-1_0065
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 65
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133665?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 524 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133658; 14534-1_0524
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 524
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133658?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 124 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133657; 14534-1_0124
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 124
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133657?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 64 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133647; 14534-1_0064
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 64
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133647?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 189 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133641; 14534-1_0189
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 189
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133641?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 606 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133632; 14534-1_0606
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 606
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 522 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133630; 14534-1_0522
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 522
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133630?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 69 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133628; 14534-1_0069
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 69
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133628?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 536 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133615; 14534-1_0536
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 536
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133615?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 82 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133613; 14534-1_0082
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 82
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133613?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 184 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133610; 14534-1_0184
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 184
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133610?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 61 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133604; 14534-1_0061
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 61
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133604?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 518 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133603; 14534-1_0518
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 518
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133603?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 535 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133601; 14534-1_0535
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 535
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133601?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 117 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133594; 14534-1_0117
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 117
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133594?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 534 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133590; 14534-1_0534
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 534
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133590?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 559 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133588; 14534-1_0559
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 559
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133588?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 113 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133584; 14534-1_0113
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 113
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133584?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 59 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133582; 14534-1_0059
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 59
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133582?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 558 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133578; 14534-1_0558
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 558
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133578?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 110 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133573; 14534-1_0110
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 110
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133573?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 554 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133566; 14534-1_0554
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 554
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133566?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 58 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133561; 14534-1_0058
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 58
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133561?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 53 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133556; 14534-1_0053
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 53
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133556?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 553 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133544; 14534-1_0553
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 553
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133544?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 48 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133534; 14534-1_0048
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 48
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133534?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 473 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133529; 14534-1_0473
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 473
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133529?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 57 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133528; 14534-1_0057
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 57
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133528?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 552 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133524; 14534-1_0552
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 552
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133524?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 551 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133500; 14534-1_0551
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 551
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133500?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 603 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133497; 14534-1_0603
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 603
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133497?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 620 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133472; 14534-1_0620
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 620
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133472?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 550 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133470; 14534-1_0550
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 550
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 601 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133459; 14534-1_0601
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 601
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133459?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 470 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133458; 14534-1_0470
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 470
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 431 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133455; 14534-1_0431
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 431
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 617 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133450; 14534-1_0617
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 617
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133450?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 549 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133445; 14534-1_0549
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 549
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 614 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133426; 14534-1_0614
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 614
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 312 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133424; 14534-1_0312
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 312
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 600 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133420; 14534-1_0600
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 600
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 561 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133412; 14534-1_0561
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 561
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 597 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133396; 14534-1_0597
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 597
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 490 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133392; 14534-1_0490
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 490
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133392?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 496 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133382; 14534-1_0496
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 496
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133382?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 489 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133354; 14534-1_0489
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 489
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133354?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 596 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133352; 14534-1_0596
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 596
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133352?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 488 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133325; 14534-1_0488
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 488
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133325?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 427 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133320; 14534-1_0427
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 427
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133320?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 529 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133317; 14534-1_0529
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 529
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133317?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 332 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133313; 14534-1_0332
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 332
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 430 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133305; 14534-1_0430
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 430
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133305?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 487 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133292; 14534-1_0487
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 487
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133292?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 211 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133284; 14534-1_0211
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 211
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133284?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 93 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133277; 14534-1_0093
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 93
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133277?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 157 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133245; 14534-1_0157
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 157
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133245?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 278 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133240; 14534-1_0278
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 278
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133240?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 527 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133238; 14534-1_0527
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 527
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 521 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133236; 14534-1_0521
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 521
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133236?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 414 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133228; 14534-1_0414
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 414
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 417 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133225; 14534-1_0417
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 417
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133225?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 428 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133223; 14534-1_0428
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 428
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133223?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 495 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133207; 14534-1_0495
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 495
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 516 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133206; 14534-1_0516
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 516
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133206?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 328 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133190; 14534-1_0328
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 328
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133190?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 413 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133184; 14534-1_0413
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 413
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133184?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 228 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133174; 14534-1_0228
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 228
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133174?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 317 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133149; 14534-1_0317
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 317
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133149?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 326 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133136; 14534-1_0326
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 326
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 268 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133116; 14534-1_0268
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 268
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133116?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 267 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133108; 14534-1_0267
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 267
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133108?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 276 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133094; 14534-1_0276
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 276
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133094?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 455 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133091; 14534-1_0455
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 455
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133091?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 492 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133078; 14534-1_0492
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 492
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133078?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 217 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133061; 14534-1_0217
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 217
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133061?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 266 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133056; 14534-1_0266
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 266
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 493 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133054; 14534-1_0493
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 493
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133054?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 453 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133045; 14534-1_0453
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 453
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 555 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133044; 14534-1_0555
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 555
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133044?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 216 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133019; 14534-1_0216
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 216
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133019?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 63 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133017; 14534-1_0063
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 63
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133017?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 219 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133009; 14534-1_0219
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 219
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133009?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 465 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133005; 14534-1_0465
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 465
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 451 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873133002; 14534-1_0451
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 451
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133002?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 145 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132984; 14534-1_0145
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 145
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 395 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132975; 14534-1_0395
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 395
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132975?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 448 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132967; 14534-1_0448
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 448
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 143 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132940; 14534-1_0143
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 143
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132940?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 464 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132938; 14534-1_0464
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 464
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132938?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 410 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132935; 14534-1_0410
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 410
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132935?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 214 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132926; 14534-1_0214
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 214
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132926?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 144 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132922; 14534-1_0144
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 144
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132922?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 142 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132896; 14534-1_0142
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 142
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132896?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 296 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132883; 14534-1_0296
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 296
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 213 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132871; 14534-1_0213
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 213
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132871?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 286 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132841; 14534-1_0286
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 286
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 540 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132821; 14534-1_0540
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 540
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132821?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 209 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132806; 14534-1_0209
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 209
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132806?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 78 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132793; 14534-1_0078
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 78
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132793?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 252 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132785; 14534-1_0252
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 252
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132785?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 282 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132773; 14534-1_0282
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 282
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132773?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 539 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132758; 14534-1_0539
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 539
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132758?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 316 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132748; 14534-1_0316
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 316
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 139 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132745; 14534-1_0139
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 139
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132745?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 77 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132741; 14534-1_0077
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 77
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 146 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132738; 14534-1_0146
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 146
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132738?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 531 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132720; 14534-1_0531
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 531
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132720?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 265 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132715; 14534-1_0265
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 265
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132715?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 544 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132713; 14534-1_0544
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 544
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132713?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 76 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132709; 14534-1_0076
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 76
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132709?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 72 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132697; 14534-1_0072
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 72
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132697?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 70 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132695; 14534-1_0070
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 70
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132695?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 8 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132684; 14534-1_0008
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132684?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 485 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132673; 14534-1_0485
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 485
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132673?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 62 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132652; 14534-1_0062
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 62
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132652?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 233 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132641; 14534-1_0233
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 233
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132641?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 141 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132639; 14534-1_0141
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 141
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132639?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 469 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132638; 14534-1_0469
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 469
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132638?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 545 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132631; 14534-1_0545
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 545
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132631?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 542 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132613; 14534-1_0542
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 542
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132613?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 604 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132605; 14534-1_0604
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 604
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132605?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 466 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132600; 14534-1_0466
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 466
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132600?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 483 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132599; 14534-1_0483
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 483
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132599?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 186 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132597; 14534-1_0186
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 186
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132597?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 403 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132594; 14534-1_0403
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 403
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132594?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 481 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132573; 14534-1_0481
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 481
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132573?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 541 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132567; 14534-1_0541
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 541
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132567?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 530 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132561; 14534-1_0530
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 530
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132561?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 482 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132550; 14534-1_0482
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 482
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132550?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 109 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132545; 14534-1_0109
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 109
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 409 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132516; 14534-1_0409
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 409
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132516?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 537 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132512; 14534-1_0537
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 537
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 400 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132501; 14534-1_0400
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 400
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132501?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 476 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132494; 14534-1_0476
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 476
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132494?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 415 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132488; 14534-1_0415
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 415
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132488?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 55 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132476; 14534-1_0055
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 55
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132476?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 412 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132462; 14534-1_0412
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 412
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132462?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 478 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132457; 14534-1_0478
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 478
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132457?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 73 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132453; 14534-1_0073
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 73
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132453?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 2 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132430; 14534-1_0002
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132430?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 140 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132423; 14534-1_0140
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 140
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132423?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 259 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132415; 14534-1_0259
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 259
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132415?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 479 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132401; 14534-1_0479
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 479
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132401?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 313 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132395; 14534-1_0313
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 313
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132395?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 26 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132369; 14534-1_0026
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 26
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132369?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 611 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132366; 14534-1_0611
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 611
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132366?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 538 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132360; 14534-1_0538
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 538
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132360?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 302 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132334; 14534-1_0302
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 302
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132334?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 262 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132326; 14534-1_0262
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 262
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132326?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 389 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132314; 14534-1_0389
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 389
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132314?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 22 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132310; 14534-1_0022
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 22
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132310?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 301 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132287; 14534-1_0301
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 301
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132287?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 212 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132276; 14534-1_0212
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 212
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132276?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 290 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132273; 14534-1_0290
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 290
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132273?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 21 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132263; 14534-1_0021
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 21
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132263?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 246 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132233; 14534-1_0246
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 246
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132233?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 16 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132215; 14534-1_0016
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132215?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 14 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132174; 14534-1_0014
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132174?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 248 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132170; 14534-1_0248
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 248
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132170?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 203 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132145; 14534-1_0203
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 203
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132145?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 447 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132139; 14534-1_0447
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 447
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132139?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 468 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132037; 14534-1_0468
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 468
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132037?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 122 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873132034; 14534-1_0122
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 122
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132034?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 517 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131881; 14534-1_0517
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 517
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131881?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 462 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131826; 14534-1_0462
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 462
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 37 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131814; 14534-1_0037
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 37
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131814?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 461 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131800; 14534-1_0461
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 461
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131800?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 292 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131778; 14534-1_0292
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 292
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 241 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131712; 14534-1_0241
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 241
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131712?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 30 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131708; 14534-1_0030
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 30
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131708?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 398 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131669; 14534-1_0398
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 398
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131669?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 192 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131665; 14534-1_0192
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 192
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131665?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 29 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131651; 14534-1_0029
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 29
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131651?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 40 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131633; 14534-1_0040
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 40
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131633?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 36 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131618; 14534-1_0036
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 36
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131618?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 299 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131615; 14534-1_0299
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 299
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131615?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 118 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131607; 14534-1_0118
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 118
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 19 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131592; 14534-1_0019
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 19
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131592?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 18 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131537; 14534-1_0018
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 18
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131537?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 34 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131518; 14534-1_0034
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 34
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131518?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 456 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131498; 14534-1_0456
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 456
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131498?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 35 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873131052; 14534-1_0035
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 35
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131052?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 43 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130857; 14534-1_0043
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 43
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130857?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 445 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130845; 14534-1_0445
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 445
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130845?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 5 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130830; 14534-1_0005
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130830?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 582 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130669; 14534-1_0582
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 582
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 17 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130635; 14534-1_0017
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130635?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1995-09-01&rft.volume=47&rft.issue=5&rft.spage=58&rft.isbn=&rft.btitle=&rft.title=Americas&rft.issn=03790940&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 509 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130619; 14534-1_0509
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 509
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130619?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 44 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130587; 14534-1_0044
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 44
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130587?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 446 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130536; 14534-1_0446
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 446
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130536?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Sapna&rft.date=2013-03-01&rft.volume=40&rft.issue=2&rft.spage=259&rft.isbn=&rft.btitle=&rft.title=Canadian+Journal+of+Neurological+Sciences&rft.issn=03171671&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 41 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130521; 14534-1_0041
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 41
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 607 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130498; 14534-1_0607
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 607
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130498?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 3 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130446; 14534-1_0003
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130446?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 108 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130431; 14534-1_0108
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 108
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130431?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 13 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130289; 14534-1_0013
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130289?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 609 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873130061; 14534-1_0609
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 609
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130061?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 28 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873129851; 14534-1_0028
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 28
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129851?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 24 of 620]
T2  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 873129076; 14534-1_0024
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
VL  - 24
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873129076?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 EVANSVILLE TO INDIANAPOLIS, INDIANA PROJECT SECTION 4, CRANE NAVAL SURFACE WEAPONS CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA.
AN  - 755143320; 14534
AB  - PURPOSE: The construction of a 27-mile section of Interstate 69 (I-69) in Indiana from Crane Naval Surface Warfare Center (NSWC) to Bloomington is proposed. The corridor is the fourth portion of the federally approved 142-mile I-69 project and this draft EIS tiers off a December 2003 final EIS on the construction of I-69 from Evansville to Indianapolis. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for I-69, are U.S. 231 in Greene County near Crane NSWC and SR 37 south of Bloomington in Monroe County. Key issues identified during scoping include those related to local access and public road connectivity, farmland impacts, and the location of interchange areas. The project corridor has been divided into eight segments for development of alternative alignments. For each segment, two to three preliminary alternatives were developed and screened. Alternatives carried forward were identified and four end-to-end alternatives along with three interchange options are analyzed in detail in this draft EIS. Alternative 2 is the preferred alternative and would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. The initial design criteria cross section has two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, including a 60-foot median and five-foot wide usable inside shoulders, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade, rock cut slope treatment, fill slope treatments, and different pavement materials. As with the initial design criteria cross section, additional right-of-way would be required beyond this footprint for cut and fill slopes, right-of-way maintenance, drainage, and right-of-way fencing. Including these elements, the average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Project cost in 2010 dollars is estimated at $533 million using low-cost design criteria and at $798 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,458 to 1,830 acres of new right-of-way and would impact 356 to 468 acres of farmland, 874 to 1,098 acres of forest, 5.3 to 9.6 acres of wetlands, and 36 to 53 acres of floodplain. Displacements would include 61 to 66 residences and four to five businesses. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively.
JF  - EPA number: 100281, Volume I--1,515 pages and maps, Appendices (Volume II)--CD-ROM (2, July 23, 2010
PY  - 2010
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-10-01-D
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Indiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/755143320?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-07-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS%2C+INDIANA+PROJECT+SECTION+4%2C+CRANE+NAVAL+SURFACE+WEAPONS+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2010-09-14
N1  - SuppNotes - Draft. Preparation date: July 23, 2010
N1  - Last updated - 2011-12-16
ER  -