TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 26 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224579; 14853-7_0026 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224579?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 86 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224578; 14851-5_0086 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 86 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 85 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224572; 14851-5_0085 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 85 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 84 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224565; 14851-5_0084 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 84 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224565?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 83 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224557; 14851-5_0083 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 83 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 82 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224549; 14851-5_0082 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 82 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224549?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 28 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224547; 14853-7_0028 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 28 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224547?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 81 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224542; 14851-5_0081 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 81 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224542?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 80 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224533; 14851-5_0080 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 80 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224533?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 14 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224532; 14853-7_0014 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 79 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224526; 14851-5_0079 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 79 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224526?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 12 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224523; 14853-7_0012 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224523?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 78 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224520; 14851-5_0078 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 78 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 77 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224516; 14851-5_0077 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 77 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 75 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224505; 14851-5_0075 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 75 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224505?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 72 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224498; 14851-5_0072 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 72 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224498?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 5 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224495; 14853-7_0005 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224495?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 4 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224486; 14853-7_0004 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224486?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 70 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224485; 14851-5_0070 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 70 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224485?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 3 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224481; 14853-7_0003 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224481?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 69 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224478; 14851-5_0069 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 69 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224478?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 66 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224476; 14851-5_0066 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 66 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 2 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224475; 14851-5_0002 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 24 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224474; 14853-7_0024 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224474?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 61 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224394; 14852-6_0061 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 61 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224394?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 60 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224390; 14852-6_0060 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 60 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224390?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 59 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224387; 14852-6_0059 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 59 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 58 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224383; 14852-6_0058 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 58 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224383?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 57 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224379; 14852-6_0057 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 57 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224379?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 56 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224375; 14852-6_0056 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 56 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224375?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 55 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224371; 14852-6_0055 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 55 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224371?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 57 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224359; 14851-5_0057 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 57 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224359?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 56 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224355; 14851-5_0056 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 56 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224355?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 54 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224354; 14851-5_0054 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 54 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224354?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 2 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224352; 14853-7_0002 AB - PURPOSE: The construction and operation of a fully grade-separated, dedicated double-track passenger railroad, to be known as the DesertXpress, along a 200-mile corridor from Victorville, California to Las Vegas, Nevada are proposed. High and increasing travel demand along Interstate 15 (I-15), which parallels the proposed railroad alignment, and constraints on the expansion of air travel indicate the need for an alternative mode of passenger transportation along this route. I-15 has also been the site of frequent accidents. Key areas of concern identified during scoping include: the use of sensitive lands, such as the Mojave National Preserve; potential effects to pre-historic archeological resources; adverse economic effects to the City of Barstow; noise impacts within populated areas; emissions; and the extent of traffic-reducing benefits within the Las Vegas area. This final EIS considers a No Action Alternative and two categories of rail alignment segments. Alternative A consists primarily of rail alignment segments that would be within the median of the I-15 freeway, while Alternative B consists primarily of rail alignment segments that would be within the fenced area of the I-15 freeway, adjacent to automobile travel lanes. Alternative A and B alignments would originate at one of three Victorville station alternatives and terminate at one of four Las Vegas station alternatives. The Option C alignment would diverge from the I-15 corridor near the community of Sloan in unincorporated Clark County and generally follow, or be located within, the existing Union Pacific Railroad right-of-way. Option C would terminate at one of three Las Vegas Station options, Central A, Central B or Downtown. The preferred alternative rail alignment would be almost entirely located within the existing I-15 corridor, with tracks running alongside freeway travel lanes and would utilize electric multiple unit (EMU) locomotive technology with a maximum speed of 150 miles per hour. Operations and maintenance facilities in Victorville and Las Vegas, and a maintenance of way facility in Baker, California would be included. Both the Las Vegas Southern Station as well as the Central Station B sites have been included in the preferred alternative. POSITIVE IMPACTS: The rail line would provide proven high-speed rail technology and a convenient alternative to the congested I-15 freeway and the declining air connections between the termini. Rail operations would provide 361 to 463 permanent jobs. NEGATIVE IMPACTS: Right-of-way would displace desert tortoise and Mojave ground squirrel habitat, present a barrier to wildlife movement, and result in mortality of Mojave fringe-toed lizards, nesting raptors, migratory birds, banded gila monsters, burrowing owls, roosting bats, desert bighorn sheep, and American badgers. Two historic sites and numerous archaeological sites would be impacted. Approximately 3.4 acres of agricultural land would be directly impacted, and 6.8 acres indirectly impacted. Required rights-of-way could encroach on up to 50 acres of 100-year floodplain and 10,000 linear feet of stream channel. Minority groups would experience disproportionate impacts in the vicinity of the Victorville Station and operations and maintenance facility sites. Traffic congestion would increase in the vicinity of the Victorville Station. The rail corridor would lie within an area affected by high seismic activity. From 50 to 80 sensitive receptor sites along the line would experience noise and vibration levels in excess of federal standards. Construction workers would encounter 13 to 15 hazardous materials 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.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0193D, Volume 33, Number 2 and 10-0497D, Volume 34, Number 2, respectively. JF - EPA number: 110097, Volume I--863 pages, Volume II (Appendices)--5,124 pages, April 1, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Geologic Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Railroads KW - Railroad Structures KW - Section 4(f) Statements KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Vegetation Surveys KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Nevada KW - Department of Transportation Act of 1966, Historic Districts 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 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224352?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 55 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224351; 14851-5_0055 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 55 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224351?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 53 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224350; 14851-5_0053 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 53 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224350?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 49 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224343; 14851-5_0049 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 49 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224343?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 52 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224339; 14851-5_0052 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 52 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224339?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 48 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224330; 14851-5_0048 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 48 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224330?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 51 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224327; 14851-5_0051 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 51 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 47 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224321; 14851-5_0047 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 47 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.title=DESERTXPRESS+HIGH-SPEED+PASSENGER+TRAIN%3A+VICTORVILLE%2C+CALIFORNIA+TO+LAS+VEGAS%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 50 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224317; 14851-5_0050 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 50 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224317?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 54 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224315; 14852-6_0054 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 54 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224315?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 46 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224311; 14851-5_0046 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 46 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 53 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224309; 14852-6_0053 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 53 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224309?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 32 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224306; 14851-5_0032 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 32 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224306?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 52 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224305; 14852-6_0052 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 52 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224305?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 45 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224303; 14851-5_0045 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 45 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224303?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 31 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224300; 14851-5_0031 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 31 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224300?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 51 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224298; 14852-6_0051 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 51 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224298?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 44 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224295; 14851-5_0044 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 44 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 50 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224292; 14852-6_0050 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 50 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224292?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 43 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224288; 14851-5_0043 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 43 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 49 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224285; 14852-6_0049 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 49 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224285?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 48 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224279; 14852-6_0048 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 48 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224279?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 42 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224278; 14851-5_0042 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 42 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 47 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224273; 14852-6_0047 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 47 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 41 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224270; 14851-5_0041 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 41 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224270?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 46 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224269; 14852-6_0046 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 46 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224269?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 45 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224262; 14852-6_0045 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 45 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224262?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 40 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224261; 14851-5_0040 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 40 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224261?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 44 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224254; 14852-6_0044 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 44 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224254?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 40 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224251; 14852-6_0040 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 40 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224251?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 39 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224249; 14851-5_0039 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 39 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224249?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 39 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224244; 14852-6_0039 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 39 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224244?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 38 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224238; 14851-5_0038 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 38 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224238?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 38 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224236; 14852-6_0038 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 38 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224236?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 65 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224235; 14851-5_0065 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 65 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224235?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 36 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224229; 14852-6_0036 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 36 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224229?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 64 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224222; 14851-5_0064 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 64 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224222?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 35 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224216; 14852-6_0035 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 35 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224216?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 34 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224210; 14852-6_0034 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 34 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224210?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 63 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224208; 14851-5_0063 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 63 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224208?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 33 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224201; 14852-6_0033 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 33 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 62 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224196; 14851-5_0062 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 62 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 32 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224188; 14852-6_0032 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 32 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 28 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224177; 14852-6_0028 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 28 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 60 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224166; 14851-5_0060 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 60 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224166?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 18 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224164; 14852-6_0018 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 18 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224164?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 17 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224152; 14852-6_0017 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 16 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224140; 14852-6_0016 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224140?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 15 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224135; 14852-6_0015 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224135?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 59 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224132; 14851-5_0059 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 59 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224132?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 9 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224119; 14852-6_0009 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224119?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 58 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224113; 14851-5_0058 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 58 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 8 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224104; 14852-6_0008 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224104?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 37 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224098; 14851-5_0037 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 37 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224098?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 7 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868224093; 14852-6_0007 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224093?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 36 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224088; 14851-5_0036 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 36 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224088?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 95 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224078; 14851-5_0095 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 95 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224078?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 35 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224077; 14851-5_0035 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 35 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224077?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 94 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224067; 14851-5_0094 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 94 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224067?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 93 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224056; 14851-5_0093 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 93 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224056?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 92 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224042; 14851-5_0092 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 92 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224042?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 91 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224029; 14851-5_0091 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 91 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224029?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 90 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224021; 14851-5_0090 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 90 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 27 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224012; 14851-5_0027 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 27 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224012?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 26 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868224004; 14851-5_0026 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868224004?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 25 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223996; 14851-5_0025 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 25 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223996?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 22 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223989; 14851-5_0022 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 22 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223989?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 21 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223981; 14851-5_0021 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223981?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 20 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223976; 14851-5_0020 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 16 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223968; 14851-5_0016 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223968?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 15 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223962; 14851-5_0015 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223962?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 14 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223955; 14851-5_0014 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223955?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 13 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223945; 14851-5_0013 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223945?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 12 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223934; 14851-5_0012 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223934?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 30 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223929; 14851-5_0030 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 30 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223929?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 29 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223923; 14851-5_0029 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 29 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223923?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 28 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223917; 14851-5_0028 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 28 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223917?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 9 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223913; 14851-5_0009 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223913?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 24 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223910; 14851-5_0024 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223910?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 8 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223905; 14851-5_0008 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223905?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 23 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223901; 14851-5_0023 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223901?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 7 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223890; 14851-5_0007 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223890?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 6 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223872; 14851-5_0006 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223872?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 5 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223859; 14851-5_0005 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223859?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 17 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223856; 14851-5_0017 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223856?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 4 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223841; 14851-5_0004 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223841?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 6 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223803; 14852-6_0006 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223803?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 89 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223795; 14851-5_0089 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 89 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 5 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223789; 14852-6_0005 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223789?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 4 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223778; 14852-6_0004 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223778?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 68 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223776; 14851-5_0068 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 68 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223776?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 88 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223771; 14851-5_0088 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 88 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223771?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 3 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223767; 14852-6_0003 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223767?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 67 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223752; 14851-5_0067 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 67 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223752?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 87 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223746; 14851-5_0087 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 87 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223746?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 3 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223724; 14851-5_0003 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223724?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 31 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223548; 14852-6_0031 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 31 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223548?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 30 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223531; 14852-6_0030 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 30 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223531?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 29 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223516; 14852-6_0029 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 29 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 27 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223499; 14852-6_0027 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 27 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223499?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 26 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223481; 14852-6_0026 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223481?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 25 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223466; 14852-6_0025 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 25 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223466?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 74 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223465; 14851-5_0074 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 74 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223465?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 20 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223450; 14852-6_0020 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223450?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. [Part 73 of 96] T2 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 868223445; 14851-5_0073 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 VL - 73 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/868223445?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 43 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223327; 14852-6_0043 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 43 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223327?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 42 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223315; 14852-6_0042 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 42 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223315?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 41 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223292; 14852-6_0041 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 41 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223292?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 37 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223274; 14852-6_0037 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 37 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 1 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223261; 14852-6_0001 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223261?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 24 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223103; 14852-6_0024 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223103?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 23 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223062; 14852-6_0023 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223062?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 22 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868223029; 14852-6_0022 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 22 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223029?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 21 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868222998; 14852-6_0021 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 19 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868222734; 14852-6_0019 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 19 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222734?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 14 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868222705; 14852-6_0014 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222705?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 13 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868222679; 14852-6_0013 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222679?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 12 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868222655; 14852-6_0012 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222655?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 11 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868222634; 14852-6_0011 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 10 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868222609; 14852-6_0010 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. [Part 2 of 61] T2 - ALASKA RAILROAD CORPORATION CONSTRUCTION AND OPERATION OF A RAIL LINE EXTENSION TO PORT MACKENZIE, ALASKA. AN - 868222580; 14852-6_0002 AB - PURPOSE: The construction and operation of 30 to 45 miles of rail line between the Port MacKenzie District in Matanuska-Susitna Borough and a point just north of Willow, Alaska are proposed. On December 5, 2008, the Alaska Railroad Corporation (ARRC) filed a petition for the Port MacKenzie rail extension to provide freight services between the deep-water port and Interior Alaska. Port MacKenzie is situated on nearly 9,000 acres of land and has an existing dockside bulk materials loading capacity with a conveyor system. Unlike similar port facilities that serve large, ocean-going vehicles, Port MacKenzie does not have rail service. Under the proposed action, ARRC would construct and operate a single-track rail line with a right-of-way (ROW) of 200 feet which would contain a power line, buried utility lines, and an access road. In addition, ARRC would construct one rail line siding within the exiting main line ROW at the tie-in location with the rail extension. The rail line would be constructed and maintained to Class 4 standards with a 60-mile-per-hour operating speed for freight service. Operations support facilities would be constructed and a terminal reserve area along the southern terminus of the line would eventually consist of yard sidings, storage areas, and a terminal building to support train maintenance. This final EIS considers 12 action alternatives based on two southern, three northern, and three connector segments. A No-Action Alternative is also considered. The environmentally preferred alternative is the Mac East Variant-Connector 3 Variant-Houston-Houston South Alternative. This alternative is located in an area of flat topography and would have a comparatively low level of potential impacts to most resources. The Mac East Variant Segment would begin in the terminal reserve area and would proceed north along the east side of the Point MacKenzie Agricultural Project before its junction with the Connector 3 Variant segment. The 5.47-mile-long connector segment would shift to the west and would cross Ayrshire Avenue and Farmers Road before continuing north of My Lake and crossing an adjacent ravine. From the Connector 3 Variant segment, the Houston Segment would proceed northeast, traveling through slightly undulating terrain with areas of wetland. The segment would pass between Papoose Twins and Crooked lakes, crossing an area of hilly terrain. The remaining four miles of the Houston Segment would be in a gradually rising wetland area to a point near Muleshoe and Little Horseshoe lakes, where it would connect to the Houston South Segment. This segment would traverse northeast, passing just west of Pear Lake and would tie into the existing main line near mile post 174.0 without crossing Parks Highway. POSITIVE IMPACTS: Implementation of the proposed action would improve efficiency for freight shipping between Port MacKenzie and Interior Alaska and result in a temporary stimulus to the local economy and labor market with an estimated 66 to 100 workers added over a two-year construction period. NEGATIVE IMPACTS: Construction of the preferred alternative would involve crossings of floodplains, 19 culverts, two culvert extensions, two drainage structures, and two bridges. Culvert and bridge construction could degrade riparian areas with consequent loss of fish habitat, increase stages and velocities of floodwater, increase channel scour and downstream sedimentation, and change natural drainage. Other impacts would include: loss of 164 acres of wetlands; loss of 652 acres of wildlife habitat, including 223 acres of moose foraging habitat; long-term impact to forest communities; and potential impacts to 23 cultural resources. The Connector 3 segment would displace two structures. Seismic activity could misalign or damage tracks, the railbed, or the access road. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0148D, Volume 34, Number 1. JF - EPA number: 110096, Final EIS--943 pages, Appendices--1,066 pages, April 1, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Biologic Assessments KW - Creeks KW - Cultural Resources KW - Floodplains KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222580?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.title=ALASKA+RAILROAD+CORPORATION+CONSTRUCTION+AND+OPERATION+OF+A+RAIL+LINE+EXTENSION+TO+PORT+MACKENZIE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Final. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH COAST RAIL PROJECT, BRISTOL, PLYMOUTH, NORFOLK AND SUFFOLK COUNTIES, MASSACHUSETTS. AN - 16370739; 14851 AB - PURPOSE: The issuance of a permit to fill wetlands, so as to construct a public transportation corridor over a distance of 50 to 60 miles between South Station in Boston and the cities of New Bedford and Fall River, Massachusetts is proposed. The current transportation system connecting Southeastern Massachusetts with Boston and internally is primarily a highway system and characterized by a lack of transportation mode choice, especially public transit. The highway system is composed of major, limited access state routes, regional highways, and local roadways. As the population in the South Coast region and employment in the Boston area have grown, the demands on the roadway system have increased, as reflected by increased traffic volumes, resulting in traffic congestion and adverse effects on air quality, climate change and transportation safety. Projected regional growth and the trend of commuters to locate to areas further away from the Boston metropolitan core will exacerbate the existing problems and affect an increasing number of people. This draft EIS analyzes a No Build Alternative which would provide enhancements to existing bus services with limited improvements to the existing transit and roadway system, and seven build alternatives. Under the Attleboro Alternative, new commuter rail service would be provided through Attleboro using the New Bedford Main Line, Fall River Secondary, Attleboro Secondary, a new bypass track and the Northeast Corridor. The Stoughton Alternative, would provide commuter rail service to South Station through Stoughton, by the New Bedford Main Line, Fall River Secondary, Attleboro Secondary to Weir Junction in Taunton and an extension of the existing Stoughton Branch to Taunton. The Whittenton variation would follow the same route but rather than continuing north in a straight line towards Taunton, would swing northwest around Taunton in a more serpentine route, following the right-of-way of the former Whittenton Branch of the Stoughton Line. This option would serve the Whittenton section of Taunton. Both electric and diesel commuter rail options were evaluated for the Attleboro, Stoughton, and Whittenton alternatives. All rail alternatives would include improvements to the existing rail infrastructure and two overnight layover facilities, one on the New Bedford Main Line and one on the Fall River Secondary. Reconstruction of undergrade bridges (railroad over road or river) and overhead bridges (highway over railroad) along the existing and new rights-of-way would be required. The rail alternatives would result in 8,040 to 9,640 daily transit trips at proposed South Coast Rail stations. The Rapid Bus Alternative would provide commuter bus service to South Station via Interstate 93 (I-93), State Route 140 and State Route 24. North of I-495, buses would use a combination of new zipper bus lanes, new reversible bus lanes, two-way bus lanes, existing zipper HOV lanes, and existing HOV lanes, along with a short section in mixed traffic. South of the I-495 interchange in Raynham, buses would travel in the general purpose lanes with mixed traffic. The New Bedford route would be 56.4 miles long and the Fall River route would be 51.5 miles long. This alternative requires improvements to highway infrastructure and would include six new rapid bus stations. Capital costs are estimated in 2009 dollars at $1.4 million to $2.0 million for the rail alternatives and at $811,579 for the bus alternative. The Stoughton Alternative is preferred by the Massachusetts Department of Transportation. POSITIVE IMPACTS: A new transportation corridor would help to more fully meet the existing and future demand for public transportation between Fall River/New Bedford and Boston, and to enhance regional mobility, while supporting smart growth planning and development strategies in the affected communities. NEGATIVE IMPACTS: Discharge of fill material into waters of the United States would range in area from less than 11 acres to approximately 21 acres, depending on the alternative selected. Property acquisitions associated with the Attleboro Alternatives would require six residential displacements and six business displacements. The Stoughton Alternatives would require four residential displacements and four business displacements. The Whittenton Alternatives would require three residential displacements and four business displacements. The Rapid Bus Alternative would not require any residential displacements, but would require four business displacements. Construction would create neighborhood fragmentation, impact six to eight cultural resources, and have visual impacts. Noise from operation of rail cars would have severe impacts at 347 to 469 sensitive receptors. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110095, Volume I--1,276 pages, Volume II--Figures, Volume III-Appendices, April 1, 2011 PY - 2011 KW - Roads and Railroads KW - Air Quality Assessments KW - Farmlands KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Massachusetts 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/16370739?accountid=14244 L2 - http://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=2011-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.title=SOUTH+COAST+RAIL+PROJECT%2C+BRISTOL%2C+PLYMOUTH%2C+NORFOLK+AND+SUFFOLK+COUNTIES%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Army, Corps of Engineers, Concord, Massachusetts; ARMY N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: April 1, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 180 WESTSIDE EXPRESSWAY ROUTE ADOPTION STUDY, FRESNO COUNTY, CALIFORNIA. [Part 1 of 1] T2 - STATE ROUTE 180 WESTSIDE EXPRESSWAY ROUTE ADOPTION STUDY, FRESNO COUNTY, CALIFORNIA. AN - 873126684; 14841-5_0001 AB - PURPOSE: The adoption of a route for a four-lane expressway for State Route 180 (SR 180) from Interstate 5 (I-5) to the western terminus of SR 180, in western Fresno County, California is proposed. The study area is located west of the city of Fresno, from Whitesbridge Avenue on the south, nearly to the San Joaquin River on the north, and from I-5 on the west to the end of the freeway portion of SR 180 near Valentine Avenue on the east. Agricultural landscapes typical of Central Valley predominate and include flat cropland, vineyards, orchards, and some feedlots and dairies. There is no reliable and continuous regional east-west highway between Fresno and I-5 under current conditions. By 2030, the easternmost section of existing SR 180 (Whitesbridge Avenue) between Kerman and Fresno would have inadequate capacity to accommodate travel demand. SR 180 is primarily a two-lane conventional highway within the study area. This tier I draft EIS considers three proposed route adoption alternatives together with additional route variations and a No Action Alternative. Alternative 1 extends 48 miles across the valley, beginning at a point where a westerly extension of Belmont Avenue would intersect I-5. The alignment proceeds east crossing the California Aqueduct and turns southeast between San Diego Avenue and Ohio Avenue, passing south of the City of Mendota. This alternative generally follows existing SR 180 until it reaches a connection with the existing SR 180 freeway terminus at Brawley Avenue. Variation 1A (Shields Avenue/West Mendota Bypass) would provide additional opportunities for access for the City of Firebaugh and begins on the west end at an existing interchange of I-5 with Shields Avenue and runs eastward 18 miles then dips southeasterly just west of Mendota, to bypass the city. Variation 1B would bypass the city of Kerman to the north. Variation 1C would bypass both Kerman and Rolinda. The Southern Route Alternative (Alternative 2) extends 49 miles beginning at a point where Belmont Avenue would intersect I-5, follows the same alignment as Alternative 1 until just east of State Route 33 (SR 33), then runs northeasterly to generally follow the McKinley Avenue, Belmont Avenue, and Nielsen Avenue alignments to join the existing SR 180 freeway. The Northern Route Alternative (Alternative 3) extends 50 miles beginning at an existing interchange of I-5 with Shields Avenue and runs eastward 18 miles to SR 33 north of Mendota. From SR 33, the route continues eastward across agricultural land, the Mendota Pool Park and the Fresno Slough, and generally parallel to the south of the San Joaquin River/Madera County line. The route veers southeasterly to coincide with Alternative 2 for the remainder of the alignment. POSITIVE IMPACTS: The formal adoption of a route would enable planning for future transportation projects to improve mobility east and west through the center of Fresno County and the San Joaquin Valley, connecting the cities of Fresno, Kerman, Mendota, and Firebaugh and the unincorporated community of Rolinda. Future improvements would provide: adequate capacity for the regional movement of people and goods; continuity for east-west regional travel; improved accessibility and shorter travel times between Westside communities; and improved safety. NEGATIVE IMPACTS: Conversion of farmland would be substantial given the study area location. Adverse impacts could occur to visual/aesthetic resources and biological resources such as wetlands and threatened and endangered species, including blunt-nosed leopard lizard, San Joaquin woollythreads, giant kangaroo rat, Fresno kangaroo rat, San Joaquin kit fox, giant garter snake, greater sandhill crane, and Swainsons hawk. Impacts would occur to parkland, cultural resources, floodplains, paleontological resources, and noise levels, and future projects may also displace numerous residences and businesses. An historic farmhouse, parks and recreation facilities, and wildlife refuges could be adversely impacted by the future projects. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110085, 444 pages and maps, March 25, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Birds KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Land Use KW - Noise KW - Paleontological Sites KW - Parks KW - Preserves KW - Relocations-Property Acquisitions KW - Transportation KW - Section 4(f) Statements KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+180+WESTSIDE+EXPRESSWAY+ROUTE+ADOPTION+STUDY%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+180+WESTSIDE+EXPRESSWAY+ROUTE+ADOPTION+STUDY%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Fresno, California; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: March 25, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 180 WESTSIDE EXPRESSWAY ROUTE ADOPTION STUDY, FRESNO COUNTY, CALIFORNIA. AN - 863888958; 14841 AB - PURPOSE: The adoption of a route for a four-lane expressway for State Route 180 (SR 180) from Interstate 5 (I-5) to the western terminus of SR 180, in western Fresno County, California is proposed. The study area is located west of the city of Fresno, from Whitesbridge Avenue on the south, nearly to the San Joaquin River on the north, and from I-5 on the west to the end of the freeway portion of SR 180 near Valentine Avenue on the east. Agricultural landscapes typical of Central Valley predominate and include flat cropland, vineyards, orchards, and some feedlots and dairies. There is no reliable and continuous regional east-west highway between Fresno and I-5 under current conditions. By 2030, the easternmost section of existing SR 180 (Whitesbridge Avenue) between Kerman and Fresno would have inadequate capacity to accommodate travel demand. SR 180 is primarily a two-lane conventional highway within the study area. This tier I draft EIS considers three proposed route adoption alternatives together with additional route variations and a No Action Alternative. Alternative 1 extends 48 miles across the valley, beginning at a point where a westerly extension of Belmont Avenue would intersect I-5. The alignment proceeds east crossing the California Aqueduct and turns southeast between San Diego Avenue and Ohio Avenue, passing south of the City of Mendota. This alternative generally follows existing SR 180 until it reaches a connection with the existing SR 180 freeway terminus at Brawley Avenue. Variation 1A (Shields Avenue/West Mendota Bypass) would provide additional opportunities for access for the City of Firebaugh and begins on the west end at an existing interchange of I-5 with Shields Avenue and runs eastward 18 miles then dips southeasterly just west of Mendota, to bypass the city. Variation 1B would bypass the city of Kerman to the north. Variation 1C would bypass both Kerman and Rolinda. The Southern Route Alternative (Alternative 2) extends 49 miles beginning at a point where Belmont Avenue would intersect I-5, follows the same alignment as Alternative 1 until just east of State Route 33 (SR 33), then runs northeasterly to generally follow the McKinley Avenue, Belmont Avenue, and Nielsen Avenue alignments to join the existing SR 180 freeway. The Northern Route Alternative (Alternative 3) extends 50 miles beginning at an existing interchange of I-5 with Shields Avenue and runs eastward 18 miles to SR 33 north of Mendota. From SR 33, the route continues eastward across agricultural land, the Mendota Pool Park and the Fresno Slough, and generally parallel to the south of the San Joaquin River/Madera County line. The route veers southeasterly to coincide with Alternative 2 for the remainder of the alignment. POSITIVE IMPACTS: The formal adoption of a route would enable planning for future transportation projects to improve mobility east and west through the center of Fresno County and the San Joaquin Valley, connecting the cities of Fresno, Kerman, Mendota, and Firebaugh and the unincorporated community of Rolinda. Future improvements would provide: adequate capacity for the regional movement of people and goods; continuity for east-west regional travel; improved accessibility and shorter travel times between Westside communities; and improved safety. NEGATIVE IMPACTS: Conversion of farmland would be substantial given the study area location. Adverse impacts could occur to visual/aesthetic resources and biological resources such as wetlands and threatened and endangered species, including blunt-nosed leopard lizard, San Joaquin woollythreads, giant kangaroo rat, Fresno kangaroo rat, San Joaquin kit fox, giant garter snake, greater sandhill crane, and Swainsons hawk. Impacts would occur to parkland, cultural resources, floodplains, paleontological resources, and noise levels, and future projects may also displace numerous residences and businesses. An historic farmhouse, parks and recreation facilities, and wildlife refuges could be adversely impacted by the future projects. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110085, 444 pages and maps, March 25, 2011 PY - 2011 KW - Roads and Railroads KW - Birds KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Highways KW - Land Use KW - Noise KW - Paleontological Sites KW - Parks KW - Preserves KW - Relocations-Property Acquisitions KW - Transportation KW - Section 4(f) Statements KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/863888958?accountid=14244 L2 - http://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=2011-03-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+180+WESTSIDE+EXPRESSWAY+ROUTE+ADOPTION+STUDY%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.title=STATE+ROUTE+180+WESTSIDE+EXPRESSWAY+ROUTE+ADOPTION+STUDY%2C+FRESNO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Fresno, California; DOT N1 - Date revised - 2011-04-01 N1 - SuppNotes - Draft. Preparation date: March 25, 2011 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Resolution of aviation forensic toxicology findings with the aid of DNA profiling. AN - 857131397; 20674200 AB - Body components of aviation accident fatalities are often scattered, disintegrated, commingled, contaminated, and/or putrefied at accident scenes. These situations may impose difficulties in victim identification/tissue matching. The prevalence of misidentification in relation to aviation accident forensic toxicology has not been well established. Therefore, the Civil Aerospace Medical Institute (CAMI) toxicology database was searched for the 1998-2008 period for those cases wherein DNA profiling was performed to resolve identity issue of the samples submitted to CAMI for toxicological evaluation. During this period, biological samples from the casualties of a total of 3523 accidents were submitted to CAMI. The submitted samples were primarily from pilots. Out of the 3523 accidents, at least, one fatality had occurred in 3366 (≈ 96%) accidents; thus, these accidents were considered fatal accidents. Accordingly, biological samples from 3319 pilots (3319 of the 3366 accidents) were received at CAMI for toxicological testing. Of these 3319 pilots, 3275 (≈ 99%) were fatally injured. DNA profiling was performed in 15 (≈ 0.5%) of the 3319 accidents. The profiling was conducted upon the requests of families in two accidents, accident investigators in three, and pathologists in four. In six accidents, contradictory toxicological findings led CAMI to initiate DNA profiling. The requests made by families and investigators were primarily triggered by inconsistency between the toxicological results and the history of drug use of the victims, while by pathologists because of commingling of samples. In three (20%) of the 15 accidents, at least one submitted sample was misidentified or mislabeled. The present study demonstrated that the number of aviation accident cases requiring DNA profiling was small and this DNA approach was effectively applied in resolving aviation toxicology findings associated with those accidents. Published by Elsevier Ireland Ltd. JF - Forensic science international AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Kupfer, Doris M AU - Burian, Dennis AU - Canfield, Dennis V AD - Bioaeronautical Sciences Research Laboratory, AAM-610, Aerospace Medical Research Division, Civil Aerospace Medical Institute, Federal Aviation Administration, US Department of Transportation, PO Box 25082, Oklahoma City, OK 73125-5066, USA. arvind.chaturvedi@faa.gov Y1 - 2011/03/20/ PY - 2011 DA - 2011 Mar 20 SP - 81 EP - 86 VL - 206 IS - 1-3 KW - Genetic Markers KW - 0 KW - Index Medicus KW - United States KW - Humans KW - Databases as Topic KW - Forensic Pathology KW - Sex Determination Analysis KW - Quality Control KW - Accidents, Aviation KW - Substance Abuse Detection KW - Forensic Toxicology KW - DNA Fingerprinting UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/857131397?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%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Forensic+science+international&rft.atitle=Resolution+of+aviation+forensic+toxicology+findings+with+the+aid+of+DNA+profiling.&rft.au=Chaturvedi%2C+Arvind+K%3BCraft%2C+Kristi+J%3BKupfer%2C+Doris+M%3BBurian%2C+Dennis%3BCanfield%2C+Dennis+V&rft.aulast=Chaturvedi&rft.aufirst=Arvind&rft.date=2011-03-20&rft.volume=206&rft.issue=1-3&rft.spage=81&rft.isbn=&rft.btitle=&rft.title=Forensic+science+international&rft.issn=1872-6283&rft_id=info:doi/10.1016%2Fj.forsciint.2010.06.024 LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2011-07-26 N1 - Date created - 2011-03-14 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 DO - http://dx.doi.org/10.1016/j.forsciint.2010.06.024 ER - TY - RPRT T1 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. [Part 7 of 7] T2 - EXTENSION OF F-LINE STREETCAR SERVICE TO FORT MASON CENTER, GOLDEN GATE NATIONAL RECREATION AREA, SAN FRANCISCO MARITIME NATIONAL HISTORICAL PARK, CALIFORNIA. AN - 873126837; 14835-9_0007 AB - PURPOSE: The extension of the F-Market & Wharves Line (F-line) streetcar service from Fishermans Wharf through the San Francisco Maritime National Historical Park (SF Maritime NHP) and the Golden Gate National Recreation Area (GGNRA) to Fort Mason Center, in San Francisco, California is proposed. The GGNRA and the SF Maritime NHP are two separate National Park Service units in San Franciscos northeastern waterfront; SF Maritime NHP is adjacent to the GGNRA, which includes Fort Mason. The 50-acre SF Maritime NHP includes the Maritime Museum and a Senior Center, Aquatic Park, Municipal Pier, Hyde Street Pier, and a collection of National Historic Landmark vessels. The study area is bounded by Mason Street on the east, Bay Street on the south, Fillmore Street on the west and the bayfront, including the piers and parklands within the east-west boundary, on the north. Part of the SF Maritime NHP has been designated as the Aquatic Park National Historic Landmark District (NHLD). Fort Mason, which includes the San Francisco Port of Embarkation NHLD, consists of Upper Fort Mason and Lower Fort Mason. Lower Fort Mason encompasses the historic piers and buildings in which the nonprofit Fort Mason Center is located. SF Maritime NHP has four million visitors each year and relies on the availability of on-street or commercial parking lots available for the Fishermans Wharf area. The lack of a direct transit connection between the hotels in the Fishermans Wharf area and Fort Mason Center limits the potential of the center as an event destination. The study area is divided into four segments: the 2,500-foot In-Street segment along Beach Street would connect to the terminus of the existing F-line at Jones Street; the 750-foot Transition segment would cross Van Ness Avenue; the existing 1,500-foot tunnel segment runs underneath Fort Mason and the Great Meadow; and the Turnaround, a loop of track which would allow for westbound streetcars to turnaround before returning eastbound. The proposed action (Alternative 2) and a No Action Alternative (Alternative 1) are considered in this draft EIS. The proposed action would extend the F-line from Jones Street to Fort Mason Center and includes a preferred In-Street alignment, Transition, Fort Mason Tunnel, and Turnaround segments. The Turnaround segment has two options, Alternative 2A: North Loop (located in the Fort Mason Center parking lot) and Alternative 2B: South Loop (located in Great Meadow). The In-Street Segment presents both mixed traffic and semi-exclusive options (autos do or do not share track right-of-way); however these would be determined during the final design phase. The extension would include approximately 0.85 mile of new rail track; associated features such as signals, crossings, wires and poles; eight to nine new platforms; new designated stops; retrofitting of the historic State Belt Railroad tunnel (Fort Mason Tunnel); and construction of a track turnaround in the Fort Mason Center parking lot or Great Meadow. POSITIVE IMPACTS: The extension would provide park visitors and transit-dependent residents with high-quality rail transit that improves transportation access and mobility between existing streetcar service at Fishermans Wharf and Fort Mason Center in GGNRA. The streetcar service would have connection to the regional transit rail services, while respecting the settings, context, and resources of two national park destinations and avoiding or minimizing adverse effects to National Historic Landmarks and National Register of Historic Places (NRHP) listed or eligible properties. NEGATIVE IMPACTS: Implementation of the proposed action would result in major adverse impacts from noise and vibration to the residential units on the corner of Hyde and Beach Streets and at Ghirardelli Square as well as hotels along Beach Street and the Maritime Museum. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 110079, 590 pages, March 18, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Central Business Districts KW - Historic Districts KW - National Parks KW - Noise KW - Noise Assessments KW - Rapid Transit Systems KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - California KW - Golden Gate National Recreation Area KW - San Francisco Maritime National Historical Park KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873126837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-03-18&rft.volume=&rft.issue